2010 Model Year MaxxForce DT 9 and 10 Engine Diagnostic Manual PDF

DIAGNOSTIC/TROUBLESHOOTING MANUAL
DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-455
2010
EGES-455
Read all safety instructions in the "Safety Information" section of this Manual before doing any procedures.
Follow all warnings, cautions, and notes.
© 2010 Navistar, Inc. All rights reserved
DIAGNOSTIC/TROUBLESHOOTING MANUAL I
Table of Contents
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine Controlled Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Performance Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125
Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .427
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457
Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469
Appendix B: Signal Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .505
Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .511
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II DIAGNOSTIC/TROUBLESHOOTING MANUAL
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DIAGNOSTIC/TROUBLESHOOTING MANUAL 1
Foreword Technical Service Literature

Navistar, Inc. is committed to continuous research 1171999R1 MaxxForce® DT, 9, and 10 Engine
and development to improve products and introduce Operation and Maintenance
technological advances. Procedures, specifications, Manual
and parts defined in published technical service
EGES-450 MaxxForce® DT, 9, and 10 Service
literature may be altered.
Manual
NOTE: Photo illustrations identify specific parts or
EGES-455 MaxxForce® DT, 9, and 10
assemblies that support text and procedures; other
Diagnostic Manual
areas in a photo illustration may not be exact.
EGED-460 MaxxForce® DT, 9, and 10 Hard
This manual includes necessary information and
Start and No Start Diagnostics
specifications for technicians to maintain Navistar
Form
diesel engines. See vehicle manuals and Technical
Service Information (TSI) bulletins for additional EGED-460 MaxxForce® DT, 9, and 10
information. Performance Diagnostics Form
EGED-495 MaxxForce® DT, 9, and 10
Electronic Control Systems Form
Technical Service Literature is revised periodically

and mailed automatically to “Revision Service”
subscribers. If a technical publication is ordered, the
latest revision will be supplied.
NOTE: To order technical service literature, contact
your International® dealer.
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2 DIAGNOSTIC/TROUBLESHOOTING MANUAL
Service Diagnosis • Knowledge of the principles of operation for

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

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

test procedures for the engine or vehicle. See related • The engine should be operated or serviced only
application manuals for more information. by qualified individuals.
Disregard for Safety Instructions, Warnings, Cautions, • Provide necessary ventilation when operating
and Notes in this manual can lead to injury, death or engine in a closed area.
damage to the engine or vehicle.
• Keep combustible material away from engine
Safety Terminology exhaust system and exhaust manifolds.
Three terms are used to stress your safety and safe • Install all shields, guards, and access covers
operation of the engine: Warning, Caution, and Note before operating engine.
Warning: A warning describes actions necessary to • Do not run engine with unprotected air inlets or
prevent or eliminate conditions, hazards, and unsafe exhaust openings. If unavoidable for service
practices that can cause personal injury or death. reasons, put protective screens over all openings
before servicing engine.
Caution: A caution describes actions necessary
to prevent or eliminate conditions that can cause • Shut engine off and relieve all pressure in the
damage to the engine or vehicle. system before removing panels, housing covers,
and caps.
Note: A note describes actions necessary for correct,
efficient engine operation. • If an engine is not safe to operate, tag the engine
and ignition key.
Safety Instructions Fire Prevention
Work Area • Make sure charged fire extinguishers are in the
• Keep work area clean, dry, and organized. work area.
• Keep tools and parts off the floor. NOTE: Check the classification of each fire
extinguisher to ensure that the following fire types
• Make sure the work area is ventilated and well lit. can be extinguished.
• Make sure a First Aid Kit is available. 1. Type A — Wood, paper, textiles, and rubbish
Safety Equipment 2. Type B — Flammable liquids
• Use correct lifting devices. 3. Type C — Electrical equipment
• Use safety blocks and stands. Batteries
Protective Measures • Always disconnect the main negative battery
• Wear protective safety glasses and shoes. cable first.
• Wear correct hearing protection. • Always connect the main negative battery cable
last.
• Wear cotton work clothing.
• Avoid leaning over batteries.
• Wear sleeved heat protective gloves.
• Protect your eyes.
• Do not wear rings, watches or other jewelry.
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4 DIAGNOSTIC/TROUBLESHOOTING MANUAL
• Do not expose batteries to open flames or sparks. • Check for frayed power cords before using power
tools.
• Do not smoke in workplace.
Fluids Under Pressure
Compressed Air
• Use extreme caution when working on systems
• Use an OSHA approved blow gun rated at 207
under pressure.
kPa (30 psi).
• Follow approved procedures only.
• Limit shop air pressure to 207 kPa (30 psi).
Fuel
• Wear safety glasses or goggles.
• Do not over fill the fuel tank. Over fill creates a fire
• Wear hearing protection.
hazard.
• Use shielding to protect others in the work area.
• Do not smoke in the work area.
• Do not direct compressed air at body or clothing.
• Do not refuel the tank when the engine is running.
Tools
Removal of Tools, Parts, and Equipment
• Make sure all tools are in good condition.
• Reinstall all safety guards, shields, and covers
• Make sure all standard electrical tools are after servicing the engine.
grounded.
• Make sure all tools, parts, and service equipment
are removed from the engine and vehicle after all
work is done.
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1 ENGINE SYSTEMS 5
Table of Contents
Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Accessory Labels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Chassis Mounted Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Component Locations (245 hp and above). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Air Management System (AMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Air Flow – Pre Combustion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Air Flow – Post Combustion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Air Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Interstage Cooler (ISC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
High-pressure Charge Air Cooler (HPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Turbocharger 2 Wastegate Control (TC2WC) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Crankcase Ventilation System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

ICP System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
High-Pressure Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
ICP Closed Loop System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
ICP Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Fuel Injector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Fuel Supply System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Cooling System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Cooling System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Coolant Heater (optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Low Temperature Radiator (LTR) Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
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6 1 ENGINE SYSTEMS
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Exhaust Gas Recirculation (EGR) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Intake Air Heater (IAH) Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Engine Throttle Valve (ETV) and Position Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Turbocharger 2 Wastegate Control (TC2WC) valve (turbocharger wastegate actuator). . .45
Exhaust Back Pressure Valve (EBPV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Engine Compression Brake (ECB) valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Injection Pressure Regulator (IPR) valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Temperature Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Variable Capacitance Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Magnetic Pickup Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
High-pressure Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Engine Throttle Valve Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Exhaust and Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Exhaust Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Operation Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
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1 ENGINE SYSTEMS 7
Engine Identification Engine Emission Label

Engine Serial Number
Figure 1 Engine serial number
The engine serial number is in two locations:

• Stamped on the right side of the crankcase, just
above the oil filter header
• On the engine emission label on the valve cover Figure 2 U.S. Environmental Protection Agency
(EPA) exhaust emission label (example)
Engine Serial Number Examples
MaxxForce® DT: 466HM2UXXXXXXX The U.S. Environmental Protection Agency (EPA)
MaxxForce® 9 and 10: 570HM2UXXXXXXX exhaust emission label is attached on top of the valve
cover. The EPA label typically includes the following:
Engine Serial Number Codes
• Model year
466 – Engine displacement
570 – Engine displacement • Engine family, model, and displacement
H – Diesel, turbocharged, Charge Air Cooler (CAC) • Advertised brake horsepower and torque rating
and electronically controlled
M2 – Motor truck • Emission family and control systems
U – United States • Valve lash specifications
7 digit suffix – Engine serial number sequence
beginning with 3300001 • Engine serial number
• EPA, EURO, and reserved fields for specific
applications
Engine Accessory Labels

The following engine accessories may have
manufacturer’s labels or identification plates:
• Air compressor
• Air conditioning compressor
• Alternator
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8 1 ENGINE SYSTEMS
• Cooling fan clutch

• Power steering pump
• Starter motor
Engine Description
MaxxForce® DT, 9, and 10 Diesel Engines

Engine configuration 4 stroke, inline six cylinder diesel
MaxxForce® DT displacement 7.6 L (466 in3)
MaxxForce® 9 and 10 displacement 9.3 L (570 in3)
Bore (sleeve diameter) 116.6 mm (4.59 in)
Stroke
• MaxxForce® DT 119 mm (4.68 in)
• MaxxForce® 9 and 10 146 mm (5.75 in)
Compression ratio
• MaxxForce® DT 16.9 : 1
• MaxxForce® 9 and 10 16.5 : 1
Aspiration Dual turbocharged and charge air cooled
Advertised brake horsepower @ rpm See EPA exhaust emission label
Peak torque @ rpm See EPA exhaust emission label
Engine rotation (facing flywheel) Counterclockwise
Combustion system Direct injection turbocharged
Fuel system Electro-hydraulic injection
Total engine weight (oil and accessories)
• MaxxForce® DT 824 kg (1816 lbs)
• MaxxForce® 9 and 10 845 kg (1864 lbs)
Cooling system capacity (engine only) 12.8 L (13.5 qts US)
Lube system capacity (including filter) 28 L (30 qts US)
Lube system capacity (overhaul only, with filter) 32 L (34 qts US)
Firing order 1-5-3-6-2-4
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1 ENGINE SYSTEMS 9
Standard Features The electric low-pressure fuel supply pump draws

fuel from the fuel tank through the fuel filter assembly.
MaxxForce® DT, 9, and 10 diesel engines are
The assembly includes a strainer, filter, drain valve,
designed for increased durability, reliability, and ease
Water in Fuel (WIF) sensor, and Fuel Delivery
of maintenance.
Pressure (FDP) sensor. If equipped, an optional
The cylinder head has four valves per cylinder with fuel heater element is installed in the fuel filter
centrally located fuel injectors directing fuel over assembly. Conditioned fuel is pumped through the
the pistons. This configuration provides improved intake manifold and cylinder head to the fuel injectors.
performance and reduces emissions.
The WIF sensor detects water in the fuel system.
The camshaft is supported by four insert bushings When water reaches the level of the sensor located
pressed into the crankcase. The camshaft gear is in the fuel filter assembly, the instrument panel’s
driven from the front of the engine. A thrust flange amber FUEL FILTER lamp will illuminate. The
is located between the camshaft and the drive gear. collected water must be removed immediately. Water
The overhead valve train includes mechanical roller is drained by opening the drain valve on the fuel filter
lifters, push rods, rocker arms, and dual valves that assembly.
open using a valve bridge.
The fuel injection system is electro-hydraulic. The
MaxxForce® DT engines use one-piece aluminum system includes an under-valve-cover high-pressure
alloy pistons. MaxxForce® 9 and 10 engines use oil manifold, fuel injectors, and a high-pressure oil
one-piece steel pistons. All pistons have zero pin pump. The injectors are installed in the cylinder head,
offset and centered combustion bowls; therefore, under the high-pressure oil manifold.
pistons can be installed safely without orientation:
MaxxForce® DT, 9, and 10 engines use dual
there is NO front-of-engine arrow or “CAMSIDE”
turbochargers with an air-to-air High Pressure Charge
marking on the piston crown to indicate a necessary
Air Cooler (HPCAC) after the second stage. An
piston direction.
interstage cooler is used after the first stage for
The one piece crankcase uses replaceable wet applications with 245 hp and above.
cylinder sleeves that are sealed by a single crevice
The Inlet Air Heater (IAH) system warms the incoming
seal ring. Some applications include a crankcase
air to aid cold engine starting and to reduce white
ladder which is designed to support heavier loads
smoke and engine noise. The IAH system will initially
and reduce engine noise.
illuminate the WAIT TO START lamp located on the
The crankshaft has seven main bearings with fore instrument panel. When the lamp turns off, the engine
and aft thrust controlled at the rear bearing. One can be started.
fractured cap connecting rod is attached at each
The Exhaust Gas Recirculation (EGR) system
crankshaft journal. A piston pin moves freely inside
circulates cooled exhaust into the intake air stream
the connecting rod and piston. Piston pin retaining
in the intake manifold. This cools the combustion
rings secure the piston pin in the piston. The rear oil
process and reduces the formation of NOX engine
seal carrier is part of the flywheel housing.
emissions.
A lube oil pump is mounted on the front cover and is
A closed crankcase breather system uses an engine
driven by the crankshaft. Pressurized oil is supplied
mounted oil separator to return oil to the crankcase
to engine components and the high-pressure injection
and vent crankcase pressure into the intake system.
system. All MaxxForce® DT, 9, and 10 engines use
an engine oil cooler and spin-on engine oil filter. The Down Stream Injection (DSI) system aides
in controlling emissions by injecting fuel into the
The coolant supply housing serves as the mounting
exhaust stream. The fuel causes an exothermic
bracket for the refrigerant compressor. Mounting
reaction which increases the temperature of the
capabilities for a dual refrigerant compressor are
exhaust gas. This increase in temperature allows for
available as an option. The pad mounting design of
more efficient conversion of soot into ash within
the alternator and refrigerant compressor brackets
the Diesel Particulate Filter (DPF). Along with
provide easy removal and improved durability.
DSI, the Diesel Oxidation Catalyst (DOC) aids in
creating the required exothermic reaction. DSI
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10 1 ENGINE SYSTEMS
consists of the Aftertreatment Control Module (ACM), • Coolant heater

Downstream Injection (DSI) assembly, hydrocarbon
• Fuel heater
injector assembly, fuel lines, and coolant lines. The
Electronic Control Module (ECM) communicates with All three heaters use an electric element to warm
the ACM to control the timing and quantity of fuel engine fluids in cold weather.
sprayed from the hydrocarbon injector assembly. The
The oil pan heater warms engine oil to ensure
ECM signals the exhaust brake valve assembly to
optimum oil flow.
control the position of the exhaust back pressure
valve to increase or decrease the exhaust gas back The coolant heater warms engine coolant surrounding
pressure and temperature to allow the DOC and DPF the cylinders. Warmed engine coolant aids in cold
to function efficiently. engine start-up and performance.
The exhaust back pressure valve acts as The fuel heater is installed in the fuel filter assembly
an aftertreatment device to manage exhaust and warms the supply fuel. Warmed supply fuel
temperature. The resulting rise in back pressure, prevents waxing, and improves performance and fuel
increases exhaust temperature. economy during cold weather start-up.
Optional Features Chassis Mounted Features

Optional features include the following: A Charge Air Cooler (CAC) is an air-to-air heat
exchanger, which increases the density of the air
• Air compressor
charge.
• Hydraulic pump
The Aftertreatment System, part of the larger exhaust
• Engine brake system, processes engine exhaust to meet tailpipe
emission requirements.
• Exhaust brake
• The Pre-Diesel Oxidation Catalyst (PDOC) aids in
An air compressor is available for applications that
creating the required exothermic reaction before
require air brakes or air suspension.
the exhaust gas enters the Diesel Oxidation
A hydraulic power steering pump can be used with or Catalyst (DOC).
without the air compressor.
• The Diesel Oxidation Catalyst (DOC) oxidizes
Engine brake and exhaust brake systems are carbon monoxide, hydrocarbons, and small
available for applications that could benefit from amounts of nitrogen oxide in the exhaust stream.
added speed reduction capability.
• The Diesel Particulate Filter (DPF) captures and
oxidizes particulates in the exhaust stream and
Optional Cold Climate Features
stores non-combustible ash.
Optional cold climate features include the following:
• Oil pan heater
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Engine Component Locations (245 hp and above)
Figure 3 Component location – top

1. Alternator bracket 7. Valve cover 12. Interstage cooler (245 hp and
2. High-pressure turbocharger 8. Intake Air Heater (IAH) relay above)
outlet assembly 13. Interstage cooler inlet elbow
3. Low-pressure turbocharger 9. Air and EGR mixer duct (245 hp and above)
4. Exhaust back pressure valve 10. EGR valve 14. Interstage cooler inlet duct (245
5. Hydrocarbon injector assembly 11. Fuel filter cap hp and above)
6. Exhaust brake valve assembly
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Figure 4 Component location – front

1. Deaeration hose elbow 6. Vibration damper assembly 11. High-pressure turbocharger
2. Front cover 7. Water inlet elbow outlet
3. Fan drive pulley 8. Water pump pulley 12. Water outlet tube assembly
4. Air compressor assembly 9. Automatic belt tensioner
5. Front engine mounting bracket 10. Turbo air inlet duct
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1 ENGINE SYSTEMS 13
Figure 5 Component location – exhaust side

1. Turbocharger heat shield 7. Coolant return tube assembly 13. Oil filter assembly
2. Dual stage turbocharger (high fin density EGR cooler) 14. Exhaust back pressure valve
assembly 8. Breather inlet tube 15. EGR cooler assembly
3. Lifting eye 9. Crankcase breather assembly 16. Turbo oil supply tube assembly
4. Coolant supply housing with turbine 17. Exhaust brake valve assembly
(refrigerant compressor mount) 10. Coolant return tube
5. Coolant supply tube assembly 11. M16 plug assembly (coolant
(high fin density EGR cooler) drain under oil cooler module)
6. Breather outlet tube 12. Oil cooler module
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14 1 ENGINE SYSTEMS
Figure 6 Component location – intake side

1. Electric fuel pump 8. Downstream Injection (DSI) feed 15. Oil pan
2. Fuel filter cap tube assembly 16. Air compressor assembly
3. Water drain valve assembly 9. Injection unit inlet tube assembly 17. Oil supply hose (air compressor)
4. Exhaust Gas Recirculation 10. Intake manifold 18. Coolant supply hose (air
(EGR) valve 11. Engine Control Module (ECM) compressor)
5. Air and EGR mixer duct 12. Coolant return hose (air 19. High pressure oil pump
6. Downstream Injection (DSI) compressor) 20. Fuel filter assembly with heater
assembly 13. Power steering pump assembly 21. Electric fuel pump inlet
7. Lifting eye 14. Oil drain hose (air compressor)
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1 ENGINE SYSTEMS 15
Figure 7 Component location – rear

1. Deaeration hose elbow 6. Exhaust brake valve to actuator 10. Flywheel
2. Interstage cooler (245 hose 11. EGR crossover duct
horsepower and above) 7. Exhaust pipe assembly 12. Oil filler tube
3. Valve cover 8. Rear engine mounting bracket
4. Cylinder head assembly (2)
5. Injection unit inlet tube assembly 9. Flywheel housing assembly
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16 1 ENGINE SYSTEMS
Air Management System (AMS)
Figure 8 Air Management System (AMS)
The AMS includes the following: • Air and EGR mixer duct
• Air filter assembly • Exhaust and intake valves
• Low-pressure turbocharger • Exhaust Gas Recirculation (EGR) system
• Interstage Cooler (ISC) (245 hp and above) • Exhaust system
• High-pressure turbocharger • Exhaust back pressure valve
• High-pressure Charge Air Cooler (HPCAC) • Exhaust – aftertreatment
• Engine Throttle Valve (ETV)
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1 ENGINE SYSTEMS 17
Air Flow – Pre Combustion low-pressure turbocharger and the exhaust back
pressure valve assembly.
Fresh air from the air filter enters the low-pressure
compressor where it is compressed and directed The exhaust back pressure valve acts as
into the ISC (245 hp and above ratings), if equipped. an aftertreatment device to regulate exhaust
If not equipped with ISC, compressed air from the temperatures.
low-pressure compressor is piped directly to the
Exhaust gases flow from the engine through the
high-pressure compressor inlet. The high-pressure
vehicle aftertreatment system to the exhaust tail pipe.
turbocharger further increases the intake air pressure.
The hot compressed air flows into the HPCAC where
it is cooled, then through the Engine Throttle Valve
Air Management Components
(ETV) on the air and EGR mixer duct.
Turbochargers
If the EGR valve is open, exhaust gas enters the high
fin density EGR cooler from the rear of the exhaust MaxxForce® DT, 9, and 10 engines are equipped with
manifold and is transferred to the intake manifold an electronically controlled two stage turbocharging
via the EGR crossover duct. The exhaust gas then system. This system provides high levels of charge air
passes through a port in the intake manifold to the pressure to improve engine performance and to help
air and EGR mixer duct where it is mixed with filtered reduce emissions. Because of its ability to generate
intake air. This mixture then flows through the intake very high charge air pressure levels, and to avoid
manifold and into the cylinder head. Charge Air Cooler (CAC) overloading conditions, the
system is fitted with a spring loaded turbocharger
If the EGR valve is closed, only filtered intake air flows
wastegate.
through the ETV, air and EGR mixer duct, and into the
intake manifold. The turbocharger wastegate is actuated by charge
air pressure. The air pressure to the turbocharger
wastegate actuator is controlled by the Turbocharger
Air Flow – Post Combustion 2 Wastegate Control (TC2WC) valve. The TC2WC
valve is controlled by Pulse Width Modulation (PWM)
After combustion, gases exit through the cylinder
signals from the Electronic Control Module (ECM).
head exhaust valves and ports. Exhaust gas is forced
through the exhaust manifold where, depending The high and low-pressure turbochargers are installed
on the EGR valve position, it is split between the as an assembly on the exhaust manifold, on right side
EGR system and the high-pressure turbocharger, of engine.
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18 1 ENGINE SYSTEMS
Figure 9 Low and high-pressure turbocharger components (below 245 hp shown)

1. High-pressure turbine housing 7. Breather outlet tube 13. High-pressure turbine inlet
2. High-pressure turbocharger 8. High-pressure turbo oil drain 14. Low-pressure turbine housing
outlet tube 15. Low-pressure bearing housing
3. Turbo wastegate actuator 9. Low-pressure turbo oil drain 16. Low-pressure compressor
4. Turbocharger 2 Wastegate tube housing
Control (TC2WC) valve 10. Turbo oil supply tube assembly 17. Air crossover duct
5. Turbo air inlet duct 11. Low-pressure turbine outlet
6. Low-pressure compressor 12. High-pressure compressor
housing housing
The high-pressure turbocharger is connected directly low-pressure turbine housing and exits through the
to the exhaust manifold through the high-pressure low-pressure turbine outlet.
turbine inlet. The high-pressure turbocharger is
equipped with a wastegate that regulates the
turbocharger boost by controlling the amount of Interstage Cooler (ISC)
exhaust gases that pass through the high-pressure
The ISC is installed between the low-pressure and the
turbine. When demand for power is low, such as
high-pressure compressor housings for applications
during cruising speed, the turbocharger wastegate
with 245 hp and above. The ISC air inlet is connected
opens allowing part of the exhaust gas flow to bypass
to the low-pressure compressor outlet and uses
the high-pressure turbine.
engine coolant to regulate the charge air temperature.
The low-pressure turbine is attached directly to the The ISC air outlet is connected to the compressor
output of the high-pressure turbine. The exhaust gas inlet on the high-pressure turbocharger.
enters the low-pressure turbocharger through the
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1 ENGINE SYSTEMS 19
High-pressure Charge Air Cooler (HPCAC) actuator. The Pulse Width Modulated (PWM) signals
sent to the TC2WC valve by the Electronic Control
The HPCAC is installed between the high-pressure
Module (ECM) are based on input signals from the
turbocharger and the Engine Throttle Valve (ETV).
Exhaust Back Pressure (EBP) sensor.
The HPCAC air inlet is connected to the high-pressure
compressor outlet and uses air-to-air to regulate the When demand for power is high, such as during
charge air temperature. The HPCAC air outlet is acceleration, the TC2WC valve opens the wastegate
connected directly to the ETV body. which allows exhaust gas to enter the HP
turbocharger in addition to the LP turbocharger.
Once the vehicle reaches cruising speed, the TC2WC
Turbocharger 2 Wastegate Control (TC2WC) Valve valve will close the wastegate and direct exhaust gas
away from the HP turbocharger and only through the
The TC2WC valve controls the turbocharger
LP turbocharger.
wastegate actuator by regulating the amount of
charge air pressure supplied to the wastegate
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20 1 ENGINE SYSTEMS
Exhaust Gas Recirculation (EGR) System
Figure 10 EGR system

1. EGR crossover duct 4. Engine throttle valve 7. High fin density EGR cooler
2. Air and EGR mixer duct 5. Intake manifold assembly assembly
assembly 6. Exhaust manifold assembly 8. Coolant supply tube
3. EGR valve assembly 9. Coolant return tube
The EGR system includes the following: • Coolant return tube

• Air and EGR mixer duct assembly • EGR cooler assembly
• Engine throttle valve • EGR crossover duct
• EGR valve assembly The EGR system reduces Nitrogen Oxide (NOX)
engine emissions. NOX forms during a reaction
• Coolant supply tube
between nitrogen and oxygen at high temperatures
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1 ENGINE SYSTEMS 21
during combustion. Combustion starts when fuel is EGR Closed Loop System
injected into the compressed combustion chamber.
EGR Flow
When EGR is commanded, the EGR valve opens and
allows exhaust gas from the exhaust manifold to flow
into the EGR cooler for cooling. This cooled exhaust
gas is directed through the EGR crossover duct into a
port in the intake manifold and directed to the air and
EGR mixer duct where it is mixed with filtered intake
air.
EGR Valve
The EGR valve consists of three major components,
a valve, an actuator motor, and an Integrated Circuit
Figure 11 EGR closed loop system
(IC).
The EGR valve is installed in the air and EGR mixer
duct assembly on the intake side of the engine. The ECM commands EGR valve position based on
engine speed and load conditions. The EGR control
The EGR valve uses a DC motor to control position
valve provides feedback to the ECM on current valve
of the valve assembly. The motor pushes directly on
position.
the valve stem to open. The valve assembly has two
poppets on a common shaft.
The IC has three hall effect position sensors to monitor
valve movement.
Figure 12 EGR control
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22 1 ENGINE SYSTEMS
Crankcase Ventilation System
Figure 13 Crankcase ventilation system

1. Valve cover 4. Housing assembly (breather) 7. Breather outlet tube
2. Turbocharger air inlet duct 5. Housing assembly (turbine) 8. High-pressure turbo drain tube
3. Crankcase breather inlet tube 6. Low-pressure turbo drain tube
The crankcase ventilation system uses an engine A high-speed centrifugal oil separator, driven by
mounted oil separator to return oil to the crankcase. engine oil pressure, separates and directs oil to the
The excess crankcase pressure is vented back into side of housing assembly. The separated oil drains
the intake system. into the oil separator turbine housing, through the
crankcase, and into the oil pan. The oil separator
Oil extracted blow-by gases flow from the valve cover
is located inside and towards the top of the housing
through the crankcase breather inlet tube into the
assembly.
breather housing assembly.
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1 ENGINE SYSTEMS 23
The turbine housing also provides oil drainage from

the low-pressure and high-pressure turbochargers.
The low-pressure and high-pressure turbo oil drain
tubes direct turbocharger drain oil into the turbine
housing. The oil drains out of the turbine housing,
through the crankcase, and into the oil pan.
Blow-by gases are directed through the breather outlet
tube and into the turbocharger air inlet duct.
Aftertreatment (AFT) System
Figure 14 Aftertreatment (AFT) system
The AFT System, part of the larger exhaust system, • Monitors exhaust pressure before and after
processes engine exhaust to meet emissions the Diesel Particulate Filter (DPF) and adapts
requirements. The AFT system traps particulate engine operating characteristics to compensate
matter (soot) and prevents it from leaving the tailpipe. for increased back pressure
• Controls engine operating parameters to make
AFT Control System
regeneration automatic
The control system performs the following functions:
• Maintains vehicle and engine performance during
• Monitors exhaust gases, the aftertreatment regeneration
system, and controls engine operating
parameters for emission processing and failure Sensors
recognition
Sensors output an electronic signal based on
• Cancels regeneration in the event of catalyst or temperature or pressure. The signals are used
sensor failure by the control system to regulate the aftertreatment
function.
The sensors measure the temperature and pressure
at the center of the exhaust flow.
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24 1 ENGINE SYSTEMS
Exhaust Back Pressure Valve • Provides heat for exhaust system warm-up
The exhaust back pressure valve also acts as • Aids in system temperature management for the
an aftertreatment device to manage exhaust DPF
temperatures. The ECM will signal the exhaust back
pressure valve to change the amount of air passing Diesel Particulate Filter (DPF)
through the valve into the exhaust and through the
The DPF does the following:
DOC and DPF. The ECM interprets the increased
back pressure as an increased load. In response to • Captures and temporarily stores carbon-based
the increased pressure/load, the engine increases particulates in a filter
speed to meet the demand, resulting in increased
• Allows for oxidation (regeneration) of stored
exhaust temperature.
particulates once back pressure increases to a
predetermined level
Pre-Diesel Oxidation Catalyst (PDOC)
• Stores noncombustible ash
The PDOC does the following:
• Aids in creating an exothermic reaction to improve AFT Conditions and Responses
exhaust emissions
The operator is alerted audibly or with instrument
• Allows for more efficient operation of the panel indicators of system status. Automatic or
aftertreatment system manual regeneration is required when levels of soot
exceed acceptable limits. For additional information
Diesel Oxidation Catalyst (DOC) see the applicable Vehicle Operator Manual and the
vehicle visor placard.
The DOC does the following:
• Oxidizes hydrocarbons and carbon monoxide
(CO) in exhaust stream
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1 ENGINE SYSTEMS 25
Downstream Injection System
Figure 15 Aftertreatment (AFT) system

1. Downstream Injection (DSI) 3. Hydrocarbon injector assembly 6. Downstream Injection (DSI) feed
assembly 4. Injector coolant outlet tube tube assembly
2. Injection unit inlet tube assembly 5. Injector coolant inlet tube
The downstream injection system includes the When the ACM signals the shutoff valve to open,
following: fuel pressure increases in the upstream cavity of
the DSI assembly housing. The upstream pressure
• Aftertreatment Control Module (ACM)
sensor immediately signals the ACM that pressure is
• Hydrocarbon injector assembly increased by available fuel. The ACM then signals
the dosing valve to open, allowing a specific amount
• Downstream Injection (DSI) assembly
of fuel to be injected into the injector unit inlet tube
• Coolant lines assembly to the hydrocarbon injector assembly.
• Fuel lines Fuel is injected into the exhaust stream from the
hydrocarbon injector assembly which increases the
The Aftertreatment Control Module (ACM) is mounted
temperature inside the Diesel Particulate Filter (DPF)
on the chassis of the vehicle. The ACM receives
in order to convert soot to ash more efficiently.
signals from the ECM and then signals the DSI
assembly. The hydrocarbon injector assembly is cooled with
engine coolant from the EGR cooler assembly.
The DSI assembly is installed on the left rear of the
engine above the intake manifold.
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26 1 ENGINE SYSTEMS
Fuel Management System
Figure 16 Fuel management system
The fuel management system includes the following: • Fuel supply system
• Lubrication system • Fuel injectors
• Injection Control Pressure (ICP) system • Electronic control system
• Engine Compression Brake (ECB)
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1 ENGINE SYSTEMS 27
ICP System
Figure 17 Injection Control Pressure (ICP) system

1. Engine Compression Brake 5. High-pressure oil manifold 11. Injection Pressure Regulator
Pressure (ECBP) sensor 6. Injector oil inlet from (IPR) valve
2. O-ring (2) high-pressure oil manifold 12. Oil inlet from front cover reservoir
3. Engine Compression Brake 7. Oil outlet (2) 13. High-pressure oil pump
(ECB) valve 8. Fuel inlet port (4) assembly
4. Injection Control Pressure (ICP) 9. 70 degree elbow 14. Fuel injector assembly (6)
sensor 10. High-pressure oil hose
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28 1 ENGINE SYSTEMS
High-Pressure Oil Flow

The lubrication system supplies the oil reservoir
located in the front cover. The reservoir provides oil
for the high-pressure oil pump. The pump is mounted
on the backside of the front cover and is gear driven
by the upper idler gear.
High-pressure oil is directed to the high-pressure oil
hose, cylinder head passage, and high-pressure oil
manifold.
High-pressure oil is used by the fuel injectors to
pressurize and inject fuel in the cylinders. This occurs
when the OPEN coil for each fuel injector is energized.
Excess high-pressure oil is directed to the crankcase
sump by the Injection Pressure Regulator (IPR) valve.
The IPR valve is controlled by the Electronic Control
Module (ECM) to maintain a desired injection control
pressure.
If equipped with the optional engine brake, some
high-pressure oil is directed internally to the engine
brake pistons when the engine compression brake is
activated. Since these two systems share a common
gallery, a problem with the engine compression brake
system can adversely affect injection control pressure
and vise versa.
ICP Closed Loop System
Figure 18 ICP closed loop system
The ICP (Injection Control Pressure) system is a commands the IPR duty cycle to adjust pressure to
closed loop system that uses the ICP sensor to match engine requirements.
continuously provide feedback to the ECM. The ECM
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1 ENGINE SYSTEMS 29
ICP Control System
Figure 19 ICP control system
The IPR valve receives a Pulse Width Modulated When the ICP electrical signal is out-of-range, the
(PWM) signal from the ECM. This controls the on and ECM sets a fault code.
off time the IPR valve is energized. The on/off time
When ICP signals are out-of-range, the ECM ignores
is controlled by the ECM to meet calibrated desired
them and goes into open loop operation. The IPR
values.
valve will operate from programmed default values.
The IPR valve is mounted in the body of the
The ICP sensor is installed in the high-pressure oil
high-pressure pump. The IPR valve maintains
manifold under the valve cover.
desired ICP by dumping excess oil back into the
crankcase sump.
As demand for ICP increases, the ECM increases the
current to the IPR valve solenoid. When demand
for ICP decreases, the duty cycle to the IPR valve
decreases and more oil is allowed to flow back to the
crankcase sump.
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Fuel Injector Fuel Injector Features

Two 50 volt, 25 amp coils control a spool valve that
directs oil flow in and out of the injector. Each injector
has a single four pin connector that connects to the
valve cover gasket assembly.
Injector Coils and Spool Valve

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

When the spool valve is open, high-pressure oil enters
the injector, pushing down the intensifier piston and
plunger. Since the intensifier piston is 10 times greater
in surface area than the plunger, the fuel injection
pressure is also 10 times greater than injection control
pressure on the plunger.
Plunger and Barrel

Fuel pressure builds at the base of the plunger in the
barrel. When the intensifier piston pushes the plunger
down, the plunger increases fuel pressure in the barrel
10 times greater than injection control pressure. The
plunger has a hardened coating to resist scuffing.
Figure 20 Fuel injector
1. Upper O-ring Injector Needle
2. Lower O-ring The injector needle opens inward when fuel pressure
3. Nozzle gasket overcomes the Valve Opening Pressure (VOP). Fuel
4. Injector nozzle is atomized at high-pressure through the nozzle tip.
5. Fuel inlet port
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Fuel Injector Operation Low-pressure fuel fills the four ports and enters
through the edge filter on its way to the chamber
The injector operation has three stages:
beneath the plunger. The needle control spring holds
• Fill stage the needle onto its seat to prevent fuel from entering
the combustion chamber.
• Injection
• End of injection Injection
1. A pulse-width controlled current energizes the
OPEN coil. Magnetic force moves the spool
valve open. High-pressure oil flows past the
spool valve and onto the top of the intensifier
piston. Oil pressure overcomes the force of
the intensifier piston spring and the intensifier
starts to move down. An increase in fuel
pressure under the plunger seats the fuel inlet
check ball, and fuel pressure starts to build on
the needle.
2. The pulse-width controlled current to the
OPEN coil is shut off, but the spool valve
remains open. High-pressure oil from the
high-pressure oil manifold continues to
flow past the spool valve. The intensifier
piston and plunger continue to move and fuel
pressure increases in the barrel. When fuel
pressure rises above the VOP, the needle
lifts off its seat and injection begins.
End of Injection
1. When the ECM determines that the correct
injector on-time has been reached (the
correct amount of fuel has been delivered),
the ECM sends a pulse-width controlled
current to the CLOSE coil of the injector.
The current energizes the CLOSE coil
and magnetic force closes the spool valve.
High-pressure oil is stopped against the spool
valve.
2. The pulse-width controlled current to close
the coil is shut off, but the spool valve remains
closed. Oil above the intensifier piston flows
Figure 21 Fuel injector cross section past the spool valve through the exhaust
ports. The intensifier piston and plunger
return to their initial positions. Fuel pressure
Fill Stage decreases until the needle control spring
During the fill stage, both coils are de-energized and forces the needle back on its seat.
the spool valve is closed. High-pressure oil from the
high-pressure oil manifold is stopped at the spool
valve.
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Fuel Supply System
Figure 22 Low-pressure fuel system

1. Cylinder Head 8. Water In Fuel (WIF) sensor 13. Low pressure fuel rail (cast in
2. Fuel injector assembly (6) 9. 250 watt heater assembly intake manifold)
3. Fuel filter cap (optional)
4. M8 x 75 stud bolt (3) 10. Voss® Stop Flow adapter
5. Diagnostic coupling assembly assembly (fuel inlet)
and dust cap 11. Fuel filter assembly (with
6. Water drain valve assembly optional heater)
7. M8 x 75 bolt 12. Electric fuel pump assembly
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Fuel Supply System Flow
Figure 23 Fuel flow
The electric fuel pump draws fuel through the fuel lines If water is in the fuel, the fuel filter element repels the
from the fuel tank. Fuel enters the fuel filter assembly water. The water is collected at the bottom of the main
and passes through the 100 micron strainer. filter element cavity in the fuel filter assembly.
An optional 250 watt electric heating element is Fuel flows through the 5 micron filter element and the
available to warm incoming fuel to prevent waxing standpipe. The filter element removes debris from the
and optimize cold weather performance. The heater fuel. The standpipe prevents fuel from draining from
is installed in the fuel filter assembly, below the the fuel rail during service.
electric fuel pump.
Fuel flows from the strainer through the electric fuel
pump to the fuel filter for further conditioning.
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Figure 24 Fuel filter assembly components

1. M5 x 25 screw (3) 14. Fuel filter assembly with heater 26. O-ring seal
2. Electric fuel pump 15. M8 x 75 stud bolt (3) 27. Water In Fuel (WIF) sensor
3. Pump cover and housing O-ring 16. Fuel pressure regulator valve 28. 250 watt heater assembly
(2) assembly (optional)
4. Pump adapter 17. Fuel pressure regulator spring 29. Heater plug O-ring gasket
5. 3.53 x 40.87 ID O-ring 18. Cover plate seal 30. Dust cap
6. Pump strainer 19. Bottom cover plate 31. Diagnostic coupling
7. M6 screw (3) 20. Sensor O-ring 32. #906 O-ring
8. Port cover 21. Fuel Delivery Pressure (FDP) 33. M8 x 75 bolt
9. Port cover seal sensor 34. Voss® Stop Flow adapter
10. Fuel filter cap 22. M6 screw (7) assembly (fuel inlet)
11. O-ring gasket 23. O-ring 35. Gasket
12. Fuel filter element 24. Water drain valve assembly
13. Irregular molded gasket 25. M5 x 18 Torx® screw (2)
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When the maximum amount of water is collected in then drains out and back to the tank to provide
the element cavity, the WIF sensor sends a signal improved cleanliness during servicing. When fuel
to the Electronic Control Module (ECM). The ECM lines are removed, a check valve eliminates spillage
turns on the amber Water In Fuel lamp located on the and ensures fuel line cleanliness.
instrument panel.
The Fuel Delivery Pressure (FDP) sensor detects
A water drain valve is located on the fuel filter low fuel pressure caused by a fuel restriction or dirty
assembly and can be opened to drain contaminants fuel filter. The FDP sensor sends a signal to the
(usually water) from the assembly. ECM when pressure is below programmed values
for various engine conditions. The ECM turns on an
A fuel pressure regulator valve is built into the fuel filter
amber FUEL FILTER lamp located on the instrument
assembly. The regulator valve is calibrated to relieve
panel.
excessive fuel pressure. Excess fuel is sent through
a fuel return line back to the fuel tank. Return fuel is Filtered fuel flows from the fuel filter assembly into the
not filtered. fuel rail. The fuel rail is an integral part of the intake
manifold. Fuel flows into six cylinder head passages
Fuel continuously flows from the top of the filter
to each fuel injector.
element cavity, through a 0.2 mm air bleed orifice
(filter center tube feature), and into the return fuel line. When the fuel injectors are activated, fuel flows from
This aids in removing trapped air from the element the fuel passages through the injector inlet ports and
cavity as a result of servicing. into the fuel injectors.
When the fuel filter is removed, a drain-to-tank port
valve is opened. Fuel present in the filter assembly
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Engine Lubrication System
Figure 25 Lubrication system

1. Unfiltered oil 10. Dual stage turbocharger 18. Piston cooling tube (6)
2. Cooled unfiltered oil 11. Oil cooler 19. Main filtered oil gallery
3. Filtered oil 12. Oil filter 20. Camshaft
4. Crankcase breather assembly 13. Oil cooler module assembly 21. Crankcase
5. Oil pump 14. Oil pressure regulator relief 22. Vertical gallery
6. Front cover valve 23. Cylinder head
7. Reservoir for high-pressure oil 15. Regulator relief valve drain to 24. Valve cover
pump sump 25. Rocker arm assembly oil gallery
8. Unfiltered oil gallery 16. Oil pan assembly 26. Air compressor (optional)
9. Pick-up tube 17. Crankshaft
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Oil Flow
Figure 26 Lubrication system
Unfiltered oil is drawn from the oil pan through the When the filter is restricted, the oil filter bypass
pickup tube and front cover passage by the crankshaft (located in the oil filter can) opens and allows oil to
driven oil pump. Pressurized oil is forced through a bypass the filter to maintain engine lubrication. The
front cover passage, into the crankcase gallery, and filter bypass valve opens when pressure reaches 414
to the oil system module assembly. Oil flow into the kPa (60 psi).
oil cooler is controlled by the thermal bypass valve.
After passing through the filter, the oil travels past the
The thermal bypass valve allows unfiltered oil to oil pressure regulator. The regulator directs excess
bypass the oil cooler when the oil temperature is cold, oil back to the oil pan to maintain oil pressure at a
and flow directly to the oil filter. As the oil temperature maximum of 393 kPa (57 psi).
begins to warm, the thermal bypass valve begins to
Clean regulated oil enters the main oil gallery of the
open. This allows unfiltered oil to flow into the oil
engine to lubricate the crankshaft, camshaft, and
cooler and oil filter.
tappets. The crankshaft has cross-drillings that direct
When the oil temperature is hot, the thermal bypass oil to the connecting rods.
valve is fully open. This allows all unfiltered oil to flow
Oil is also provided to the high-pressure reservoir
through the oil cooler before entering the oil filter.
through a passage in the front cover.
Unfiltered oil moves through plates in the oil cooler
Piston cooling jets continuously direct cooled oil to the
heat exchanger. Engine coolant flows around the
bottom of the piston crowns.
plates to cool the surrounding oil.
Oil is provided to the cylinder head from the rear
Oil that exits or bypasses the oil cooler mixes and
cam bearing through a passage at the rear of the
enters the spin-on oil filter. Oil flows from outside the
crankcase. Oil flows through a passage in the
filter element towards the inside to remove debris.
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38 1 ENGINE SYSTEMS
cylinder head and rear rocker shaft support, then module assembly to the center housing of each
enters the hollow rocker shaft, which lubricates the turbocharger. Oil drains back to the crankcase
rocker arms. through drain tubes connected to the base of the
breather housing assembly.
The crankcase breather assembly oil separator is
driven by unfiltered oil pressure taken from the right The optional air compressor is lubricated with filtered
side of the crankcase. Oil flows from the crankcase engine oil through a flexible hose. The hose is
into the breather assembly oil separator. Passages connected to a tee on the left side of the crankcase
direct the oil through a pressed brass nozzle that near the Engine Oil Pressure (EOP) sensor. Oil drains
controls oil flow into the drive oil separator wheel. into the front cover and to the oil pan. Oil can also
Oil drains into the base and mixes with oil from the drain from the bottom of the air compressor through
breather system. The collected oil drains into the a tube into the crankcase.
crankcase and then into the oil pan.
The front gear train is splash lubricated with oil
The turbocharger is lubricated with filtered oil from that drains from the high-pressure reservoir and the
a supply tube assembly that connects the oil cooler optional air compressor.
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Engine Cooling System
Figure 27 Cooling system components and flow
Cooling System Description • Coolant supply housing/coolant port

The engine cooling system includes the following: • EGR cooler
• Chassis mounted radiator • Coolant surge tank
• Low temperature radiator (if equipped) • Coolant heater (if equipped)
• Low temperature radiator thermostat (if equipped) The water pump pushes coolant into the crankcase,
low temperature radiator, and EGR cooler.
• Interstage cooler (if equipped)
Coolant flows to the crankcase and through the water
• Coolant fan
jackets from front to rear. Coolant flows around
• Water inlet elbow the cylinder liners to absorb heat from combustion.
Coolant may also pass by the optional engine coolant
• Front engine cover
heater.
• Water pump
Swirling coolant flow in the cylinder liner jackets
• Crankcase directs coolant through passages in the cylinder head
gasket and upwards into the cylinder head.
• Cylinder sleeves
Coolant flows through the cylinder head water jackets
• Cylinder head
towards the thermostat cavity at the front of the
• Oil cooler module assembly cylinder head. When the thermostat is closed, coolant
is directed through the bypass port, crankcase, front
• Air compressor
cover, and into the water pump. When the thermostat
• Thermostat
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40 1 ENGINE SYSTEMS
is open, the bypass port is blocked, and coolant is The surge tank provides expansion space for coolant
directed through the radiator. and deaerates the cooling system. The following four
vents provide coolant to the tank:
Coolant passes through the radiator and is cooled by
moving air from the coolant fan. Coolant returns to the • Engine vent (top of coolant supply housing)
engine through the inlet elbow and front cover.
• EGR vent (top of EGR cooler)
The air compressor is cooled with engine coolant
• Main radiator vent (top of radiator)
supplied by a hose from the left side of the crankcase.
Coolant passes through the air compressor and • Interstage cooler vent (top of interstage cooler)
returns to the cylinder head through a passage in the
The surge tank returns coolant through the surge line,
crankcase.
back to the water pump inlet.
The oil cooler module assembly receives coolant
Cab heat is provided by the heater core, which
from a passage in the crankcase. Coolant passes
receives warmed coolant from the coolant supply
between the oil cooler plates and returns through a
housing.
tube connected to the coolant supply housing.
The EGR cooler receives coolant from the water
pump through a supply tube at the rear of the front Cooling System Components
cover. Coolant passing through the EGR cooler, flows
Coolant Heater (optional)
through the cooler plates, cools the exhaust gas, and
exits through a tube to the rear of the front cover that An optional coolant heater is available to warm engine
returns coolant to the pump inlet. The hydrocarbon coolant in cold weather. The coolant heater warms the
injector assembly receives and returns coolant to the coolant surrounding the cylinders. Warmed engine
EGR cooler. coolant aids in cold engine start-up and performance.
The coolant heater is installed on the left side of the
The EGR coolant supply tube also branches off to
crankcase, in front of the Electronic Control Module
the low temperature radiator and to the interstage
(ECM).
cooler (above 245 hp), if equipped. For engines with
ratings above 245 hp, the coolant is routed through
the low temperature thermostat, then through the
Thermostat Operation
low temperature radiator to the interstage cooler.
Coolant is regulated by the low temperature radiator Coolant travels through two ports after it passes
thermostat. Warm coolant is directed to the low through the thermostat. One port directs coolant
temperature radiator and into the interstage cooler. to the radiator when the engine is at operating
Cold coolant bypasses the low temperature radiator temperature. The other port directs coolant to the
and moves directly into the interstage cooler. water pump until the engine reaches operating
temperature. The thermostat begins to open at 88 °C
The interstage cooler uses coolant to lower
(190 °F) and is fully open at 96 °C (205 °F).
the charged air temperature that exits from the
turbocharger low-pressure compressor and enters
the turbocharger high-pressure compressor.
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Figure 28 Thermostat closed Figure 29 Thermostat open
1. Coolant flow to heater port 1. Coolant out to radiator

2. Coolant in from engine 2. Coolant flow to heater port
3. Bypass to water pump 3. Coolant in from engine
When engine coolant is below 88 °C (190 °F), the When coolant temperature reaches the nominal
thermostat is closed, blocking flow to the radiator. opening temperature of 88 °C (190 °F), the thermostat
Coolant is forced to flow through a bypass port back opens allowing some coolant to flow to the radiator.
to the water pump. When coolant temperature exceeds 96 °C (205 °F),
the lower seat blocks the bypass port directing full
coolant flow to the radiator.
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42 1 ENGINE SYSTEMS
Low Temperature Radiator (LTR) Thermostat Engines equipped with Interstage Cooler (ISC) will
Operation also have a Low Temperature Radiator (LTR) and LTR
thermostat. The LTR thermostat is a wax element
thermostat in a housing with one inlet port and two
outlet ports. During cold engine operation (thermostat
closed), coolant is directed to the ISC directly, through
the bypass port. At normal operating temperature
(thermostat open), coolant is directed to the LTR first
and then to the ISC. The thermostat begins to open
at 90 °C (194 °F) and is fully open at 98 °C (209 °F).
The LTR thermostat is installed on the chassis near
the LTR.
Figure 30 LTR thermostat

1. Thermostat outlet to low temperature radiator
2. Thermostat inlet
3. Thermostat bypass to ISC
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Electronic Control System

Electronic Control System Components
Figure 31 Electronic Control System
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44 1 ENGINE SYSTEMS
Operation and Function Actuators

The Electronic Control Module (ECM) monitors and The ECM controls engine operation with the following:
controls engine performance to ensure maximum
• Exhaust Gas Recirculation (EGR) valve
performance and adherence to emissions standards.
The ECM performs the following functions: • Intake Air Heater (IAH) relay
• Provides Reference Voltage (VREF) • Engine Throttle Valve (ETV) and position sensor
• Conditions input signals • Turbocharger 2 Wastegate Control (TC2WC)
valve (turbocharger wastegate actuator)
• Processes and stores control strategies
• Exhaust Back Pressure Valve (EBPV)
• Controls actuators
• Engine Compression Brake (ECB) valve
• Injection Pressure Regulator (IPR) valve
Reference Voltage (VREF)
The ECM internal Power supply generates 5.0V
(Vcc) for the internal components, a reference Exhaust Gas Recirculation (EGR) Valve
voltage of 5.0V for the A/D converters and also The EGR valve controls the flow of exhaust gases to
three independent short circuit protected 5.0V the air and EGR mixer duct.
tracking voltages (V_REF_1, V_REF_2, V_REF_3)
for external devices. The EGR valve receives the desired valve position
from the ECM for exhaust gas recirculation.
• VREF 1 supplies 5 volts to engine sensors
Sensors within the EGR valve provide feedback to the
• VREF 2 supplies 5 volts to vehicle aftertreatment ECM on valve position and temperature. A fault code
and pedal will be set if the ECM detects an error.
• VREF 3 supplies 5 volts to body builder and pedal
Intake Air Heater (IAH) Relay
Microprocessor The IAH system warms the incoming air supply prior
The ECM microprocessor stores operating to cranking to aid cold engine starting.
instructions (control strategies) and value tables The ECM is programmed to energize the IAH
(calibration parameters). The ECM compares stored element through the IAH relay while monitoring
instructions and values with conditioned input values certain programmed conditions for engine coolant
to determine the correct strategy for all engine temperature, engine oil temperature, and atmospheric
operations. pressure.
The ECM activates the IAH relay. The relay supplies
Actuator Control battery voltage to the heater elements for a set
time, depending on engine coolant temperature and
The ECM controls the actuators by applying a low altitude.
level signal (low side driver) or a high level signal (high
side driver). When switched on, the drivers complete
a ground or power circuit to an actuator. Engine Throttle Valve (ETV) and Position Sensor
Actuators are controlled in one of the following ways, The engine throttle valve controls the flow of inlet
depending upon type of actuator: air to regulate operating temperature for exhaust
aftertreatment and base engine operation.
• Duty cycle (percent time on/off)
The integral throttle actuator controls the engine
• Controlled pulse width
throttle valve.
• Switched on or off
The throttle actuator receives the desired engine
throttle valve position from the ECM to activate the
EGES-455
1 ENGINE SYSTEMS 45
throttle valve. The throttle position sensor provides or decreasing exhaust gas back pressure and
feedback to the ECM on the throttle valve position. temperature to allow the DOC and DPF to function
efficiently.
Turbocharger 2 Wastegate Control (TC2WC) valve

(turbocharger wastegate actuator) Engine Compression Brake (ECB) valve
The turbocharger wastegate actuator regulates the The Engine Compression Brake (ECB) valve controls
charge air pressure by controlling the amount of pressure entering the brake oil gallery from the
exhaust gases that pass through the high-pressure injector oil gallery. This activates the brake actuator
turbine. pistons and opens the exhaust valves. The ECB
valve is installed in the center of the high-pressure oil
The TC2WC valve receives the command signal from
manifold.
the ECM. When the charge air pressure demand is
low, the TC2WC valve opens, allowing control air to
the turbocharger wastegate actuator. The actuator
Injection Pressure Regulator (IPR) valve
opens allowing part of the exhaust gas flow to bypass
the high-pressure turbine. The Injection Pressure Regulator (IPR) valve is used
to maintain desired injection control pressure. Excess
high-pressure oil is directed to the crankcase sump by
Exhaust Back Pressure Valve (EBPV) the IPR valve.
The Exhaust Back Pressure Valve (EBPV) controls
the position of the exhaust valve increasing
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46 1 ENGINE SYSTEMS
Engine and Vehicle Sensors EOT Sensor

Temperature Sensors The ECM monitors the EOT signal and uses this
information to control fuel quantity and timing. The
Thermistor Sensors EOT signal allows the ECM to compensate for
differences in oil viscosity for temperature changes.
The EOT sensor is installed in the rear of the front
cover, to the left of the high-pressure pump assembly.
AIT Sensor
The AIT sensor is integral to the Mass Air Flow (MAF)
sensor. The ECM monitors the AIT signal to control
injector timing and fuel rate during cold starts. The
ECM also uses the AIT signal to control EGR position
and engine throttle control.
IMT Sensor
The IMT sensor monitors the air temperature in the
Figure 32 Thermistor sensor intake manifold. The ECM monitors the IMT signal
for EGR operation. The IMT sensor is installed in the
intake manifold, to the right of the IMP sensor.
A thermistor sensor varies electrical resistance with
changes in temperature. Resistance in the thermistor Exhaust Gas Temperature (EGT) sensors
decreases as temperature increases, and increases
The Aftertreatment System and exhaust manifold use
as temperature decreases. Thermistors have a
the following sensors:
resistor that limits current in the ECM to a voltage
signal matched with a temperature value. • Exhaust Gas Temperature (EGT) sensor
The top half of the voltage divider is the current limiting • Diesel Oxidation Catalyst Intake Temperature
resistor inside the ECM. A thermistor sensor has two (DOCIT) sensor
electrical connectors, signal return and ground. The
• Diesel Particulate Filter Intake Temperature
output of a thermistor sensor is a nonlinear analog
(DPFIT) sensor
signal.
• Diesel Particulate Filter Outlet Temperature
Thermistor type sensors include the following:
(DPFOT) sensor
• Engine Coolant Temperature (ECT) sensor
The Exhaust Gas Temperature (EGT) sensor used in
• Engine Oil Temperature (EOT) sensor the exhaust manifold provides a feedback signal to the
ECM indicating exhaust gas temperature.
• Air Inlet Temperature (AIT) sensor
The DOCIT sensor provides a feedback signal to
• Intake Manifold Temperature (IMT) sensor
the ECM indicating Diesel Oxidation Catalyst (DOC)
intake temperature. The DOCIT sensor is the first
ECT Sensor
temperature sensor installed past the turbocharger
The ECM monitors the ECT signal and uses this and just before the DOC.
information for the instrument panel temperature
The DPFIT sensor provides a feedback signal to the
gauge, coolant compensation, Engine Warning
ECM indicating Diesel Particulate Filter Intake (DPF)
Protection System (EWPS), and IAH operation. The
intake temperature. The DPFIT sensor is the second
ECT is a backup, if the EOT is out-of-range. The
temperature sensor installed past the turbocharger
ECT sensor is installed in the coolant supply housing
and just after the DOC.
(refrigerant compressor bracket).
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1 ENGINE SYSTEMS 47
The DPFOT sensor provides a feedback signal to the Variable capacitance sensors include the following:
ECM indicating DPF outlet temperature. The DPFOT
• Fuel Delivery Pressure (FDP) sensor
sensor is the third temperature sensor installed past
the turbocharger and just after the DPF. • Engine Oil Pressure (EOP) sensor
During a catalyst regeneration, the ECM monitors • Exhaust Back Pressure (EBP) sensor
all three sensors along with the Exhaust Gas
• Mass Air Flow (MAF) sensor
Recirculation (EGR) System and Engine Throttle
Valve (ETV). • Intake Manifold Pressure (IMP) sensor
FDP Sensor
Variable Capacitance Sensors
The ECM uses the FDP sensor signal to monitor
engine fuel pressure and give an indication when the
fuel filter needs to be changed. The FDP sensor is
installed in the fuel filter assembly on the intake side
of the crankcase.
EOP Sensor
The ECM monitors the EOP signal, and uses this
information for the instrument panel pressure gauge
and EWPS. The EOP sensor is installed in the intake
side of the crankcase, below the fuel filter assembly.
Figure 33 Variable capacitance sensor EBP Sensor

The ECM monitors the exhaust pressure to control the
EGR and intake throttle systems. The EBP sensor
Variable capacitance sensors measure pressure. The
is installed in a tube mounted on the coolant supply
pressure measured is applied to a ceramic diaphragm.
housing (refrigerant compressor bracket).
Pressure forces the ceramic material closer to a thin
metal disk. This action changes the capacitance and
MAF Sensor
subsequently the voltage output of the sensor.
The MAF sensor is used for closed loop control
This type of sensor has three wires, VREF, ground and
of the EGR valve and ETV. The ECM monitors
a signal wire.
the MAF signal to control the EGR and intake throttle
The sensor receives the VREF and returns an analog systems. The MAF sensor also sends air temperature
signal voltage to the ECM. The ECM compares the information to the ECM. The MAF sensor is installed
voltage with pre-programmed values to determine in the intake air duct or air cleaner housing.
pressure.
IMP Sensor
The operational range of a variable capacitance
sensor is linked to the thickness of the ceramic disk. The ECM monitors the IMP signal to control the
The thicker the ceramic disk, the more pressure the EGR and intake throttle systems. The IMP sensor is
sensor can measure. installed in the intake manifold, left of the IMT sensor.
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48 1 ENGINE SYSTEMS
Magnetic Pickup Sensors
Figure 34 Magnetic pickup sensors
A magnetic pickup sensor contains a permanent CMP Sensor

magnet core that is surrounded by a coil of wire.
The CMP sensor provides the ECM with a signal that
The sensor generates a voltage signal through the
indicates camshaft position. As the cam rotates, the
collapse of a magnetic field that is created by a
sensor identifies the position of the cam by locating a
moving metal trigger. The movement of the trigger
peg on the cam. The CMP sensor is installed in the
then creates an AC voltage in the sensor coil.
front cover, above and to the right of the water pump
Magnetic pickup sensors used include the following: pulley.
• Crankshaft Position (CKP) sensor
VSS
• Camshaft Position (CMP) sensor
The VSS provides the ECM with transmission tail shaft
• Vehicle Speed Sensor (VSS) speed by sensing the rotation of a 16-tooth gear on
the rear of the transmission. The detected sine wave
CKP Sensor signal (AC), received by the ECM, is used with tire size
and axle ratio to calculate vehicle speed. The VSS is
The CKP sensor provides the ECM with a signal
on the left side of the transmission.
that indicates crankshaft speed and position. As the
crankshaft turns, the CKP sensor detects a 60-tooth
timing disk on the crankshaft. Teeth 59 and 60 are
missing. By comparing the CKP signal with the CMP
signal, the ECM calculates engine rpm and timing
requirements. The CKP sensor is installed in the top
left side of the flywheel housing.
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1 ENGINE SYSTEMS 49
High-pressure Sensors
Figure 35 High-pressure sensor
High-pressure sensors convert pressure to a linear inlet and outlet of the Diesel Particulate Filter (DPF).
analog voltage output of 0–5 volts. Pressure to be During a catalyst regeneration, the ECM monitors
measured exerts force on a diaphragm with a strain this sensor along with three Aftertreatment System
gauge bonded to it. This diaphragm stretches and thermistor sensors, the EGR System, and the Engine
compresses to change mechanical motion into an Throttle Valve (ETV).
electrical signal.
ECBP
This type of sensor has three wires, VREF, ground and
a signal wire. The ECM monitors the ECBP signal to determine oil
pressure in the brake gallery of the high-pressure oil
The sensor is powered by VREF from the ECM
manifold. The ECBP sensor is under the valve cover,
and is grounded through the ECM to a common
forward of the No. 2 fuel injector in the high-pressure
sensor ground. The ECM compares the voltage with
oil manifold.
pre-programmed values to determine pressure.
High-pressure sensors include the following: ICP
• Diesel Particulate Filter Differential Pressure The ECM monitors the ICP sensor to determine
(DPFDP) sensor injection control pressure for engine operation. The
ICP sensor is used to control the IPR valve. It provides
• Engine Compression Brake Pressure (ECBP)
feedback to the ECM for Closed Loop IPR control.
sensor
The ICP sensor is located under the valve cover,
• Injection Control Pressure (ICP) sensor forward of the No. 6 fuel injector in the high-pressure
oil manifold.
DPFDP Sensor
The DPFDP sensor provides a feedback signal to the
ECM indicating the pressure difference between the
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50 1 ENGINE SYSTEMS
Potentiometer
Figure 36 Potentiometer
A potentiometer is a variable voltage divider that APP

senses the position of a mechanical component.
The APP provides the ECM with a feedback signal
A reference voltage is applied to one end of the
(linear analog voltage) that indicates the operator’s
potentiometer. Mechanical rotary or linear motion
demand for power. There are two potentiometers
moves the wiper along the resistance material,
within the APP sensor. The APP is installed in the
changing voltage at each point along the resistive
cab on the accelerator pedal.
material. Voltage is proportional to the amount of
mechanical movement.
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1 ENGINE SYSTEMS 51
Switches
Figure 37 Switch
Switch sensors indicate position, level, or status. ECL

They operate open or closed, regulating the flow of
ECL is part of the Engine Warning Protection System
current. A switch sensor can be a voltage input switch
(EWPS). The ECL switch is used in plastic deaeration
or a grounding switch. A voltage input switch supplies
tanks. When a magnetic switch is open, the tank is
the ECM with a voltage when it is closed. A grounding
full.
switch grounds the circuit when closed, causing a
zero voltage signal. Grounding switches are usually If engine coolant is low, the switch closes and the red
installed in series with a current limiting resistor. ENGINE lamp on the instrument panel is illuminated.
Switches include the following:
WIF
• Driveline Disengagement Switch (DDS)
A Water In Fuel (WIF) sensor in the fuel filter assembly
• Engine Coolant Level (ECL) is used to detect water in the fuel. The resistance of
the WIF sensor circuit changes when the water level in
• Water In Fuel (WIF)
the fuel filter assembly reaches the sensor. The ECM
then sends a message to illuminate the amber water
DDS
in fuel lamp, alerting the operator. The WIF is installed
The DDS determines if a vehicle is in gear. For in the side of the fuel filter assembly.
manual transmissions, the clutch switch serves as
the DDS. For automatic transmissions, the neutral
indicator switch or datalink communication functions
as the DDS.
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52 1 ENGINE SYSTEMS
Engine Throttle Valve Control System
Figure 38 Engine throttle valve control system
The Engine Throttle Valve (ETV) is controlled to limit The ETV is also used to help control inlet air during
inlet air. As part of the air management system, the a Diesel Particulate Filter (DPF) regeneration process
ETV is controlled by the ECM (closed loop) based on of the aftertreatment system. It maintains vehicle and
input from the Mass Air Flow (MAF) sensor for proper engine performance during regenerations.
emissions control.
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1 ENGINE SYSTEMS 53
Exhaust and Engine Brake System

Exhaust Brake
Figure 39 Exhaust brake system
The exhaust brake is available for all ratings and aids The operator can enable the brake function by
in the deceleration rate of vehicles. toggling an instrument panel mounted switch ON or
OFF.
The exhaust brake is an exhaust back pressure brake
system that provides improved braking performance.
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54 1 ENGINE SYSTEMS
Engine Brake
Figure 40 Engine brake system

1. Exhaust Back Pressure (EBP) 4. Brake pressure relief valve 7. Engine Compression Brake
sensor 5. High-pressure oil manifold (ECB) valve
2. Switch 6. Engine Compression Brake 8. Injection Control Pressure (ICP)
3. Electronic Control Module Pressure (ECBP) sensor sensor
(ECM) 9. Front of engine
ECBP valves. The ECB valve is installed in the center of the

high-pressure oil manifold.
The ECM monitors the ECBP signal during engine
normal and braking operation to determine if the
Brake Pressure Relief Valve
engine brake system is working without fault. The
ECBP sensor provides a feedback signal to the ECM The brake pressure relief valve vents excess pressure
indicating brake control pressure. The ECBP sensor under the valve cover. Residual brake gallery
is installed in the high-pressure oil manifold, under pressure initially bleeds from the actuator bore. When
the valve cover. brake gallery pressure reaches a set point, the brake
pressure relief valve opens and oil drains back to the
ECB sump.
The ECB valve controls pressure entering the brake
EBP
oil gallery from the injector oil gallery. This activates
the brake actuator pistons and opens the exhaust The EBP sensor is an input to the ECM for control
of the Turbocharger 2 Wastegate Control (TC2WC)
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1 ENGINE SYSTEMS 55
valve. The TC2WC valve controls the turbocharger

wastegate actuator. The EBP sensor is mounted on a
tube plumbed to the exhaust manifold on the exhaust
side of the engine.
High-pressure Oil Manifold

The high-pressure oil manifold has two internal
separated oil galleries. The manifold supplies
high-pressure oil to each fuel injector during normal
operation. High-pressure oil is directed to the brake
pistons during engine brake operation.
Operation
During engine brake operation, The ECB valve opens
to supply high-pressure oil to each brake actuator
piston. These brake actuator pistons hold the exhaust
valves partially open.
Figure 41 Engine compression brake valve and brake actuator – OFF

1. High-pressure oil manifold 4. Engine compression brake valve 7. Valve lash (actuator retracted)
2. High-pressure oil gallery 5. Brake actuator piston assembly 8. Oil inlet
3. Brake oil gallery 6. Exhaust valve bridge
During normal engine operation, oil in the high-pressure oil manifold, is closed to prevent oil
high-pressure manifold goes to the fuel injectors only. from entering the brake gallery.
The engine compression brake valve, mounted in the
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56 1 ENGINE SYSTEMS
Figure 42 Engine compression brake valve and brake actuator – ON

1. High-pressure oil manifold 4. Engine compression brake valve 8. Normal oil seepage
2. High-pressure oil flow to brake 5. Brake actuator piston assembly 9. Oil inlet
oil gallery 6. Exhaust valve bridge
3. Brake oil gallery 7. Valve lash (actuator deployed)
The ECM monitors the following criteria to make sure Vehicle momentum is absorbed by the resulting
certain conditions are met: compression release of the engine power cylinders
when pistons are near the top of their stroke.
• Anti-lock Brake System (ABS) (inactive)
During an ABS event, the engine brake is deactivated.
• RPM (greater than 1200)
The engine brake is reactivated once the ABS event
• APP (less than 5%) is over.
• EOT (greater than or equal to 60 °C [140 °F]) The ECM removes the power source from the ECB
valve to deactivate the engine brake. Residual brake
• Operator input switches (On/Off)
gallery pressure initially bleeds from the actuator bore.
If On is selected, and the preceding criteria are met, When brake gallery pressure bleeds down the brake
the engine brake will activate. pressure relief valve opens, and oil drains back to
sump.
When the engine brake is activated, the ECM provides
the power to activate the Engine Compression Brake
(ECB) valve to allow oil from the injector oil gallery to
Operation Modes
flow to the brake oil gallery. High oil pressure activates
the brake actuator pistons to open the exhaust valves. The engine brake system provides three
programmable modes of operation based on
terrain, driving conditions, or driver preference.
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1 ENGINE SYSTEMS 57
Coast Mode when the driver depresses the accelerator or clutch

pedals. The brake system will also deactivate when
When the coast mode is programmed, the brake
the engine speed is below a pre-programmed rpm.
system will activate only when the driver applies
the vehicle service brake. The coast mode allows
Cruise Mode
the vehicle to coast without automatic brake system
activation. When the cruise mode is programmed, the brake
system performs similar to latch mode under normal
Latched Mode driving conditions. When cruise control is used the
brake system will activate when the vehicle travels
When the latch mode is programmed, the brake
down a grade. The brake system helps the cruise
system will activate when the driver releases the
control system maintain the set vehicle speed.
accelerator pedal. The brake system will deactivate
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58 1 ENGINE SYSTEMS
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2 ENGINE CONTROLLED FEATURES 59
Table of Contents
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
SAE J1939 Communication Datalink. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
American Trucking Association (ATA) Datalink. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Aftertreatment System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Engine Fuel Pressure (EFP) Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Inlet Air Heater (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Coolant Temperature Compensation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Road Speed Limiting (RSL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Exhaust Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Electronic Fan (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Radiator Shutter Enable (RSE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
In Cab Power Take Off (PTO) Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Remote Accelerator Pedal Position (RAPP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Change Engine Oil Interval Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Fuel Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
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60 2 ENGINE CONTROLLED FEATURES
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Standard Features Faults from sensors, actuators, electronic

components, and engine systems are detected by
Electronic Governor Control
the ECM and sent to the EST as DTCs. Effective
The governor controls engine rpm within a safe and engine diagnostics require and rely on DTCs.
stable operating range.
DTC identification is accomplished using two fault
The low idle governor prevents engine rpm from code identifiers. These two identifiers, known as the
dropping below a stable speed to prevent stalling Suspect Parameter Number (SPN) and the Failure
when various loads are demanded on the engine. Mode Indicator (FMI) are displayed in the DTC
window.
The high idle governor prevents engine rpm from
going above a safe speed that would cause engine • Suspect Parameter Number (SPN) The Suspect
damage. Parameter Number (SPN) identifies the individual
component causing the DTC.
SAE J1939 Communication Datalink • Failure Mode Indicator (FMI) The Failure Mode
Indicator (FMI) identifies the fault or condition
Vehicles are equipped with the SAE J1939 connector effecting the individual component.
for communication between the Engine Control
Module (ECM) and the Electronic Service Tool (EST).
The SAE J1939 datalink supports: Event Logging System
• Transmission of engine parameter data. The event logging system records engine operation
above maximum rpm (overspeed), low coolant level,
• Transmission and clearing of Diagnostic Trouble high coolant temperature, or low oil pressure. The
Codes (DTCs). readings for the odometer and hourmeter are stored
• Diagnostics and troubleshooting. in the ECM memory at the time of an event and can
be retrieved using the EST.
• Programming performance parameter values.
• Programming engine and vehicle features.
Electronic Speedometer and Tachometer
• Programming calibrations and strategies in the
ECM. The engine control system calibrates vehicle speed
up to 157 pulses per mile. Any new speed calibration
For additional information, see J1939 Data Link information must be programmed with an EST.
(page 390) in “ELECTRONIC CONTROL SYSTEM
DIAGNOSTICS” section in this manual. The tachometer signal is generated by the ECM,
by computing signals for the Camshaft position
(CMP) sensor and Crankshaft Position (CKP)
American Trucking Association (ATA) Datalink sensor. Calculations for each sensor are sent to
This link is supported for legacy diagnostic purposes the instrument panel and to the EST.
only. It is no longer the programming link, nor does it
support the aftertreatment.
Aftertreatment System
The engine and vehicle exhaust piping includes an
Service Diagnostics
Aftertreatment System to capture soot and other
NOTE: 2010 model year vehicles no longer utilize particulates before they exit the exhaust pipe. The
DTC identification by number. DTCs are now soot is captured by the Diesel Particulate Filter (DPF)
identified using the SPN and FMI identifiers only. and is periodically converted to carbon dioxide (CO2)
by a Regeneration (Regen) process.
The EST provides diagnostic information using the
SAE J1939 datalink. The recommended EST is the For additional information, see AFT System (page
EZ-Tech® with ServiceMaxx™ diagnostic software 194) in “ELECTRONIC CONTROL SYSTEM
provided by Navistar. DIAGNOSTICS” section of this manual.
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Engine Fuel Pressure (EFP) Monitor • Brake pedal is applied or brake switch fault is
detected
The EFP monitors fuel pressure and indicates when
the fuel filter needs to be serviced by illuminating the • Clutch pedal is depressed or clutch pedal
fuel filter indicator lamp on the Instrument Panel. For switch fault is detected (manual transmissions, if
additional information, see FDP Sensor (page 334) or equipped with a clutch switch)
WIF Sensor (page 413) in “ELECTRONIC CONTROL
• Shift selector is moved from neutral (automatic
SYSTEM DIAGNOSTICS” section of this manual.
transmissions). Shift selector must be in neutral
for CAP to work
Inlet Air Heater (IAH) • Power Takeoff (PTO) switch, also used for electric
The Inlet Air Heater (IAH) system warms the incoming hand throttle, is turned on and actively controls
air supply to aid cold engine starting and reduce white engine speed
smoke during warm-up. The ECM controls the intake • Accelerator pedal is depressed or Accelerator
air heater and monitors the engine temperature. Pedal Sensor (APS) fault is detected
When the engine is ready for cranking, the ECM
sends a message to shut off the WAIT TO START • Idle Shutdown Timer (IST) is enabled
lamp. • Engine Coolant Temperature (ECT) sensor fault is
For additional information, see IAH System (page detected
345) in “ELECTRONIC CONTROL SYSTEM • Intake Air Temperature (IAT) ambient temperature
DIAGNOSTICS” section of this manual. sensor fault is detected
Fast Idle Advance

Coolant Temperature Compensation
Fast idle advance increases engine idle speed up to
875 rpm for faster warm up to operating temperature. Coolant temperature compensation reduces fuel
This occurs when the ECM monitors ECT sensor input delivery if the engine coolant temperature is above
and adjusts the fuel injector operation accordingly. cooling system specifications.
Low idle speed is increased proportionally when the Before standard engine warning or optional
engine coolant temperature is below 70 °C (158 °F) at warning/protection systems engage, the ECM begins
700 rpm to below -10 °C (14 °F) at 875 rpm maximum. reducing fuel delivery when the engine coolant
temperature reaches approximately 107 °C (225 °F).
A rapid reduction of 20 percent is commanded when
Cold Ambient Protection (CAP) engine coolant temperature reaches approximately
110 °C (230 °F).
CAP safeguards the engine from damage caused by
prolonged idle at no load during cold weather. CAP NOTE: Coolant temperature compensation is
also improves cab warm-up. disabled in emergency vehicles and school buses
that require 100 percent power on demand.
CAP maintains engine coolant temperature by
increasing engine rpm to a programmed value
when ambient air temperature is below 20 °C (68
°F), coolant temperature is below 70 °C (158 °F), Engine Crank Inhibit (ECI)
and engine has been idling at no load for over five
ECI will not allow the starting motor to crank when the
minutes.
engine is running or the automatic transmission is in
Engine speed will ramp up to 1400 rpm and will gear.
maintain at 1400 rpm until coolant temperature has
For additional information, see ECI System (page
reached 75 °C (167 °F).
281) in “ELECTRONIC CONTROL SYSTEM
• Engine load is greater than 45% DIAGNOSTICS” section of this manual.
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Optional Features under the engine valve cover. This option cannot be
combined with the exhaust brake.
Road Speed Limiting (RSL)
Road Speed Limiting (RSL) is a feature designed to
regulate the maximum vehicle speed as controlled by Engine Warning Protection System (EWPS)
the accelerator pedal.
The EWPS safeguards the engine from undesirable
Customer programmable parameters within the ECM operating conditions to prevent engine damage and
provide vehicle speed governor related options that to prolong engine life. The ECM will illuminate the red
can be adjusted to suit the customer’s needs. A ENGINE lamp and sound the warning buzzer when
parameter is used to set the maximum accelerator the ECM detects:
controlled vehicle speed.
• High coolant temperature
Additional programming flexibility is included to allow
• Low oil pressure
a trade-off to be made between performance and fuel
economy. • Low coolant level (3-way system only)
When the protection feature is enabled and a critical
Cruise Control engine condition occurs, the on-board electronics
will shut the engine down (3-way protection). An
The ECM controls the cruise control feature. The event logging feature will record the event in engine
cruise control system functions similarly for all hours and odometer readings. After the engine has
electronic engines. Maximum and minimum allowable shutdown, and the critical condition remains, the
cruise control speeds will vary based on model. To engine can be started for a 30-second run time.
operate cruise control, see appropriate truck model
Operator’s Manual. For complete EWPS description and additional
information, see EWPS (page 329) in
the “ELECTRONIC CONTROL SYSTEM
Traction Control DIAGNOSTICS” section of this manual.
Traction control is a system that identifies when a
wheel is going faster than the other wheels during Idle Shutdown Timer (IST)
acceleration.
When a traction control condition occurs, a datalink
message is sent to the ECM to limit fuel for the
purpose of reducing engine torque. GOVERNMENT REGULATION: State
and local regulations may limit engine
Vehicles must have a transmission and an Antilock
idle time. The vehicle owner or operator
Braking System (ABS) that supports traction control.
is responsible for compliance with those
regulations.
Exhaust Brake
The exhaust brake increases exhaust back-pressure The IST allows the Engine Control Module (ECM) to
to aid in the deceleration rate of the vehicle. This shut down the engine during extended engine idle
option is placed in the exhaust piping after the times.
turbochargers. This option cannot be combined with Thirty seconds before IST-defined engine shutdown,
the engine brake. a vehicle instrument panel indicator activates. There
are two types of indicators:
Engine Brake • Amber flashing idle shutdown indicator for
multiplex electrical systems
The engine brake is a compression release brake
system to aid in the deceleration rate of the vehicle. • Red flashing indicator with audible alarm for
This option is built into the high-pressure oil manifold non-multiplex electrical systems
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This continues until the engine shuts down or the low Electronic Fan (EFAN)
idle shutdown timer is reset
Engine electronics allow for the operation of an
electronic fan or an air fan solenoid. The electronic
IST for California ESS Compliant Engines
fan commands higher airflow through the radiator
Beginning in 2008 MY, all International® MaxxForce® when the Air Conditioner (A/C) is on or when the
engines certified for sale in the state of California will coolant or inlet air temperature goes above a set
conform to mandatory California Air Resources Board temperature. For additional information, see EFC
(CARB) Engine Shutdown System (ESS) regulations. (page 300) in “ELECTRONIC CONTROL SYSTEM
DIAGNOSTICS” section of this manual.
Engine idle duration is limited for California Engine
Shutdown System (ESS) compliant engines as
follows:
Radiator Shutter Enable (RSE)
• When vehicle parking brake is set, the idle
The Radiator Shutter Enable (RSE) feature provides
shutdown time is limited to the California Air
a signal to open or close the radiator shutters. Closing
Resources Board (CARB) requirement of five
the shutters will keep the engine warm during cold
minutes
weather operation. This provides faster warm up of
• When vehicle parking brake is released, the idle the passenger cab and enables faster windshield
shutdown time is limited to the CARB requirement defrosting.
of 15 minutes
The duration of CARB mandated values can
In Cab Power Take Off (PTO) Control
be reduced by programming the customer IST
programmable parameter to a value lower than 15 The engine speed control feature, commonly referred
minutes. to as Power Take-off (PTO), provides a method for an
operator to set and maintain a constant engine speed
Engine Idle Shutdown Timer (IST for without using the accelerator pedal. It is commonly
Federal–Optional) used for powering auxiliary devices.
Idle time can be programmed from 5 to 120 minutes. Customer programmable parameters within the ECM
While the EST is installed, the IST function will be provide in-cab engine speed control related options
active with the programmed shutdown time in effect. that can be adjusted to suit the customer’s needs.
Parking brake transitions reset the idle timer. If the IST Choosing whether the operator is allowed to increase
is enabled, the Cold Ambient Protection (CAP) will not the engine speed using the accelerator pedal without
function. disengaging the PTO is an example.
For additional information, see IST System (page
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Remote Accelerator Pedal Position (RAPP) Change Engine Oil Interval Message
This engine speed control feature, commonly referred The service interval feature is designed to provide a
to as PTO, provides a method for an operator to visual reminder to the operator that the oil change
set and maintain engine speed without using the interval has expired and that routine maintenance
accelerator pedal. It is commonly used for powering procedures should be performed.
auxiliary devices.
The term “interval” in this case is used to describe
When control over engine speed is required from the distance, time, or fuel used between the last
outside the vehicle’s cab, remote mounted switches maintenance performed on the vehicle and the next
must be used to turn on PTO engine speed control and maintenance, which is due.
select the desired engine speed. This functionality is
It is essential that operators are trained to know the
referred to as remote engine speed control (RESC).
maintenance schedules and instructions regarding
The engine speed can be ramped up and down with the operation and reset functionality of the service
RESC similar to the way the in-cab PTO feature interval for the feature to be effective.
works, however, the RESC feature includes two
The change engine oil interval message can be
additional switches (remote preset and remote
programmed with the EST for mileage, hours, or
variable), which allow the operator to choose the
amount of fuel used. The change oil message
mode of engine speed control operation.
timer can be reset using the CRUISE ON and
Customer programmable parameters within the ECM RESUME/ACCEL switches or the EST.
provide RESC related options that can be adjusted
to suit the customer’s needs. Choosing whether a
remote throttle pedal is used for PTO operation is an Fuel Heater
example.
The fuel heater is installed in the fuel filter assembly.
The heater warms the supply fuel to prevent waxing
during cold conditions.
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3 DIAGNOSTIC SOFTWARE OPERATION 67
Table of Contents
Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Suspect Parameter Number (SPN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Failure Mode Indicator (FMI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Active. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Previously Active. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
ECM Programmable Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Connecting EST with ServiceMaxx™ Software to Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Service Bay Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Key On, Engine Off (KOEO) Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
KOEO Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Output State Low Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Output State High Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Output State Intake Air Heater Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Key On, Engine Running (KOER) Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
KOER Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
KOER Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Cylinder Cutout Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Onboard Filter Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Service Tool Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72

MAF Sensor Calibrate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
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68 3 DIAGNOSTIC SOFTWARE OPERATION
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Session Files Previously Active

A Session file is a window into the Engine Control Previously Active DTCs are historical faults that may
Module (ECM). Sessions can display vehicle and be caused by intermittent signals, or an operating
engine information, such as: module calibration, condition, which is not currently present.
sensor signals, and actuator command signals.
Special engine and vehicle features can also be
programmed using these sessions.
ECM Programmable Parameters
ServiceMaxx™ software has many default sessions
that load automatically when running any Service Bay Many features can be programmed into the
Test or Service Tool Procedure. Users are not limited Engine Control Module (ECM) to fit many
to any default session. Users are able to build their different applications. To make programming
own session and save or load it at anytime. See the changes using ServiceMaxx™ software,
ServiceMaxx™ Users Guide for details. load the Programming session. See the
Body Builder website for further details:
ServiceMaxx™ software has additional sessions that https://evalue.internationaldelivers.com/service/
do not load automatically but can be selected from bodybuilder/general/default.aspx.
the Sessions drop-down menu. These sessions are
available to help diagnose common systems and
program special features:
Connecting EST with
• Hard Start No Start
ServiceMaxx™ Software to
• Performance
Engine
• Programming
To connect the Electronic Service Tool (EST) with
ServiceMaxx™ software to the engine, the NAVCoM
or NAVLink Interface Cable must be connected
between the EST and Diagnostic Connector. The
Diagnostic Trouble Codes (DTCs) Diagnostic Connector is located inside the vehicle
NOTE: 2010 model year vehicles no longer utilize cab, above the clutch pedal.
DTC identification by number. DTCs are now
identified using the SPN and FMI identifiers only.
These two identifiers, known as the Suspect Service Bay Tests
Parameter Number (SPN) and the Failure Mode
Indicator (FMI), are displayed in the DTC Window. Key On, Engine Off (KOEO) Tests
Suspect Parameter Number (SPN) KOEO tests can be selected in the Tests drop-down
menu under Engine Off Tests.
The SPN identifies the individual component causing
the DTC.
Failure Mode Indicator (FMI)

The FMI identifies the fault or condition affecting the
individual component.
Active
Figure 43 ServiceMaxx™ Test Menu – Engine
Active DTCs are codes that are active now. Off Tests
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KOEO Standard Test KOEO Output State Intake Air Heater Test
The KOEO Standard Test cycles all actuators open NOTE: KOEO Standard Test must be run before
and closed. Faults can be detected by visual running this test.
inspection and by using a Digital Multimeter (DMM)
The KOEO Output State Intake Air Heater Test
to measure changes in voltage or duty cycles.
energizes the Intake Air Heater (IAH) relay for 30
seconds to test component functionality.
KOEO Injector Test
NOTE: KOEO Standard Test must be run before KOEO Continuous Monitor Test
running this test.
NOTE: KOEO Standard Test must be run before
The KOEO Injector Test electrically cycles each running this test.
injector in sequence. This is an audible test only, and
The Continuous Monitor Test helps detect intermittent
is not designed to provide additional DTCs. This test
circuit faults. During this test, signals are continuously
should only be used to help technicians identify if a
monitored and faults are immediately logged. This
suspected injector is functioning electrically.
test provides a graphical view of all signals and allows
The test will buzz all six injectors for two seconds, then the technician to easily detect intermittent spiking or
pause for one second. The test will then buzz each momentary loss of signal. Perform this test while
individual injector, in sequence, for 2 seconds (with a 1 manipulating connectors, wiring, and harnesses of the
second pause in between). The individual buzz starts suspected faulty component.
with cylinder location 1, and proceeds to cylinders 2,
3, 4, 5, and 6. A non-functioning injector can be easily
identified by running this test.
KOEO Output State Low Test

NOTE: KOEO Standard Test must be run before
running this test.
The KOEO Output State Low test commands
all actuators to their low state. Some control
systems have actuators that default to their high
Figure 44 Continuous Monitor Test – Faulty
state. However, this engine control system only has
Signal
actuators that default to their low state.
NOTE: Run the KOEO Continuous Monitor Test

KOEO Output State High Test
while monitoring sensor voltages. Wiggle the wiring
NOTE: KOEO Standard Test must be run before harness and connections while looking for signal
running this test. spikes.
The KOEO Output State High test commands all Relative Compression Test
actuators to their high state. This test is run so the
The Relative Compression test measures cylinder
functionality of related circuits and components can
balance based off of the compression stroke of each
be verified. Use a DMM to measure changes in
cylinder.
voltage or duty cycle while actuator is commanded
high or low.
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This test determines cylinder integrity. The ECM NOTE: If equipped, the Engine Compression Brake
measures the time it takes for each piston to travel (ECB) will cycle open and closed, so a technician can
upward during the compression stroke. Timing is monitor the effects on the Engine Compression Brake
based on information from the Camshaft Position Pressure (ECBP) sensor.
(CMP) sensor and Crankshaft Position (CKP) sensor.
KOER Air Management Test
A cylinder with low compression allows the piston to
travel faster during the compression stroke. NOTE: KOER Standard Test must be run before
running this test.
The test results are displayed by either numerical
text or graphical display. Assuming there are no The KOER Air Management Test will test performance
mechanical problems with the engine, the numbers or of the Exhaust Gas Recirculation (EGR) valve, based
graphs displayed should be approximately the same on the effect it has on the Mass Air Flow (MAF) sensor.
value or height. A smaller number or lower level This test is unable to validate the performance of the
graph would indicate a problem with that particular wastegated turbocharger, due to the amount of engine
cylinder. load required to cycle the wastegate.
NOTE: The Relative Compression Test must be run
before running the Cylinder Cutout Test.
Cylinder Cutout Test
Key On, Engine Running (KOER) Tests
The Cylinder Cutout Test will isolate a low contributing
KOER tests can be selected in the Tests drop-down cylinder due to an injector circuit fault.
menu under Engine Running Tests.
Before starting the Cylinder Cutout Test, follow the
steps below:
1. Run Relative Compression Test.
• If Relative Compression Test results
indicate low balanced cylinder(s), there is
no need to run the Cylinder Cutout Test.
Repair mechanical fault.
Figure 45 ServiceMaxx™ Tests Menu – Engine
Running Tests 2. Verify fuel system pressure is not below
specification and fuel is not aerated.
3. Run Cylinder Cutout Test.
KOER Standard Test
NOTE: Engine coolant temperature must be above
158 °F (70 °C) before this test is allowed to run. Onboard Filter Cleanliness Test
The KOER Standard Test will test performance of the NOTE: KOER Standard Test must be run before
Injection Control Pressure (ICP) System. The test running this test.
begins by increasing engine speed to 1500 RPM. The The Onboard Filter Cleanliness Test increases engine
ECM will then control the Injection Pressure Regulator speed to measure pressure differential across the
(IPR) valve to 50%, then 80%, while monitoring the Diesel Particulate Filter (DPF).
effect it has on the ICP sensor. If ICP is unable to
perform within a set range, a DTC will be set.
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Service Tool Procedures MAF Sensor Calibrate

These procedures are not Service Bay Tests, but NOTE: KOER Standard Test must be run before
special ECM controls that will allow the technician to running this test.
perform specific procedures. The MaxxForce® DT,
The MAF Sensor Calibrate procedure calibrates the
9, and 10 engines have one special procedure, MAF
Mass Air Flow (MAF) sensor. Anytime the air filter or
Sensor Calibrate.
MAF sensor is replaced, this procedure needs to be
Procedures can be selected in the Procedures performed.
drop-down menu.
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4 ENGINE SYMPTOMS DIAGNOSTICS 73
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Coolant System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75

Coolant Over Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Coolant Leak to Exhaust/Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Interstage Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
EGR Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Injector Sleeve Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Cylinder Head Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Coolant in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Coolant System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Front Cover Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Coolant Over-Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Coolant System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Temperature Sensor Validation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Cooling System Operating Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Coolant Over-Temperature – Charge Air Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Lubrication System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Oil Pressure Regulator Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Oil and Crankcase Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Oil Pump Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Front Cover Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Lube Oil in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Fuel in Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
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74 4 ENGINE SYMPTOMS DIAGNOSTICS
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Description • ZTSE4289A – Cylinder Head Pressure Test Kit

Diagnostic test procedures help technicians find • Water supply housing pressure adapter
problems systematically and quickly to avoid
• Hose pinch-off pliers (2)
unnecessary repairs. Procedures in this section help
identify causes for listed problems and conditions. • Clear bottle
Additional diagnostic and test procedures for • 3/8” clear plastic hose
symptoms related to Hard Start, No Start, and
• Five-gallon pail
Performance are described in the “HARD START AND
NO START DIAGNOSTICS”, and “PERFORMANCE • Straight edge
DIAGNOSTICS” sections in this manual.
• Feeler gauge
Possible Causes
GOVERNMENT REGULATION: Engine NOTE: Foam in deaeration tank may be caused by
fluids (oil, fuel, and coolant) may be a hazard failed deaeration cap.
to human health and the environment.
Handle all fluids and other contaminated • Failed injector sleeve
materials (e.g., filters, rags) in accordance • Failed air compressor
with applicable regulations. Recycle
or dispose of engine fluids, filters, and • Failed head gasket
other contaminated materials according to • Cracked cylinder sleeve or cavitation
applicable regulations.
• Improperly adjusted liner protrusion
The likely cause of combustion gas leakage to the
WARNING: To prevent personal injury or cooling system is past the injector sleeve in the
death, do not let engine fluids stay on your skin. cylinder head. A failed cylinder head gasket or
Clean skin and nails using hand cleaner, and wash cracked cylinder sleeve is possible. However, this
with soap and water. Wash or discard clothing should not be considered unless there is evidence of
and rags contaminated with engine fluids. engine overheating and all other possible paths to a
solution have been examined.
WARNING: To prevent personal injury or

death, shift transmission to park or neutral, set
death, wear safety glasses with side shields.
parking brake, and block wheels before doing
diagnostic or service procedures.
WARNING: To prevent personal injury
or death, do the following when removing the
radiator cap or deaeration cap:
Coolant System • Allow engine to cool for 15 minutes or more.
Coolant Over Flow • Wrap a thick cloth around the radiator cap or
deaeration cap.
Symptom
• Loosen cap slowly a quarter to half turn to vent
Combustion leaks to coolant can be identified by pressure.
engine overheating, coolant over flowing from the
deaeration tank, and excess pressure in the coolant • Pause for a moment to avoid being scalded by
system. steam.
• Continue to turn cap counterclockwise to remove.
Tools
• ZTSE2384 – Radiator Pressure Testing Kit
EGES-455
Procedure 8. Observe the clear bottle for aeration (bubbles) or

in extreme cases the water in the clear bottle will
Clear Bottle Test
be blown out.
1. Inspect the deaeration tank (pressure) cap gasket
• If aerated, go to step 10.
and the deaeration tank filler neck seat for
damage to make sure leakage will not occur. NOTE: Bubbles or expulsion of water from clear bottle
indicate combustion gas leakage, due to head gasket
2. Test deaeration tank cap for proper operation
leakage, a cracked or porous cylinder head, cavitation
using the Radiator Pressure Testing Kit.
of cylinder head, leaking injector sleeve, or an air
3. Check the overflow pipe for damage. compressor fault.
4. Fill the coolant deaeration tank to the top of the 9. Is the engine equipped with an air compressor?
filler neck, which is beyond the normal fill capacity.
• If yes, do step 10.
• If no, do step 11.
Figure 46 Clear bottle test and connections Figure 47 Discharge tube disconnected from
air compressor
5. With the engine at operating temperature and

operating at low idle speed, thermostat fully 10. Disconnect discharge tube from air compressor
opened, and the cooling system purged of air, fill housing. Test the system again.
the five-gallon pail and clear bottle with water.
• If coolant continues overflowing from the
6. Immerse the filled clear bottle in the five-gallon deaeration tank, do step 11.
pail with the filler neck facing the bottom of the
• If coolant stops overflowing from deaeration
pail as shown.
tank, repair or replace the air compressor.
7. Insert the overflow hose extension into the clear
11. Remove injectors following the procedure in the
bottle neck.
Engine Service Manual.
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• If no leak is noticed, replace all six injector

sleeves following the procedure in the Engine
Service Manual and test again.
• If coolant continues to flow into cylinders after
all injector sleeves were replaced, do step 16.
16. Remove cylinder head from engine, perform all
inspections, and pressure test cylinder head to
verify leak path. Follow the procedure in the
NOTE: A cylinder with coolant leakage will
typically be cleaner than other cylinders.
• Inspect cylinder head gasket for coolant
leaks.
Figure 48 Cylinder head cut-away with injector • Verify crankcase and cylinder head surface
sleeve flatness using a straight edge and feeler
gauge. Follow procedure in the Engine
Service Manual.
12. Visually inspect the injector body for signs of
• Check cylinder liner protrusion. Follow the
coolant contamination, carbon build up, or pitting.
procedure in the Engine Service Manual.
13. Install Radiator Pressure Tester with the
17. Pressure-test cylinder head, using the Cylinder
appropriate adapter.
Head Pressure Test Kit, to validate the repair.
14. Pressurize cooling system to 103 kPa (15 psi).
18. Magna-flux test the cylinder head for cracks.
15. Look for coolant leaking around the injector
sleeves and into the cylinder bore.
• If a leak is noticed, replace the leaking injector
sleeve following the procedure in the Engine
Service Manual and test again.
EGES-455
Coolant Leak to Exhaust/Intake • Failed injector sleeve

• Cylinder head porosity

Interstage Cooler Inspection
NOTE: The interstage cooler is only available on
MaxxForce® DT, 9, and 10 engines with at least 245
hp.
Procedure
1. Visually inspect for coolant leaks; repair as
necessary.
2. Start and run engine until normal operating
temperature is reached.
Figure 49 Cylinder head (top) cup plugs
Symptoms
• Loss of coolant without visible leaks
• Allow engine to cool for 15 minutes or more.
• White smoke
• Wrap a thick cloth around the radiator cap or
• Coolant odor in the exhaust deaeration cap.
• Coolant dripping from the exhaust system • Loosen cap slowly a quarter to half turn to vent
pressure.
• Overheating
• Pause for a moment to avoid being scalded by
• Hydraulic cylinder lock
steam.
Tools
• Continue to turn cap counterclockwise to remove.
• Regulated compressed air
3. Install the Radiator Pressure Tester with the
• ZTSE4648 – Water Supply Housing Pressure appropriate adapter.
Adapter
4. Pressurize cooling system to 103 kPa (15 psi)
NOTE: If pressure drops rapidly without visible coolant
• KL 20030 NAV – K Line EGR Cooler Test Kit leaks, coolant may be leaking down the intake piping
into the low side turbocharger.
• ZTSE4409 – Pressure Test Kit
5. Remove interstage cooler inlet tube and inspect
• ZTSE4937 – Interstage Block Off Kit (if equipped
for coolant in the inlet port of the interstage cooler.
with interstage cooler)
• If no coolant is present, continue to next step.
• Coolant supply to Doser injector pressure test
plugs. 5/16–18 (obtain locally) • If coolant is present, see the Engine Service
Manual for interstage cooler replacement.
Possible Causes
6. Drain coolant from the system. Remove the
• Failed interstage cooler (if equipped)
interstage cooler following the procedure in the
• Failed Exhaust Gas Recirculation (EGR) cooler Engine Service Manual.
EGES-455
7. Install interstage cooler block-off plates. Use • If no leaks are found, continue to the next
Pressure Test Kit or regulated shop air to step.
pressurize the cooler to 207 kPa (30 psi).
NOTE: If pressure drops rapidly without visible
NOTE: Do not exceed 207 kPa (30 psi) test coolant leaks, the EGR cooler may be leaking coolant
pressure. internally.
8. Close the air supply shut-off valve and monitor for
pressure loss. If necessary, submerge cooler into
a tank of hot water and watch for air bubbles.
• If interstage cooler does not hold pressure,
see the Engine Service Manual for
replacement.
• If interstage cooler holds pressure, continue
to EGR Cooler Inspection.
EGR Cooler Inspection
Procedure Figure 50 EGR outlet and cross-over tube
1. Visually inspect EGR cooler for external coolant

leaks. 5. Remove the EGR cross-over tube
(cooler-to-intake), following procedure in
WARNING: To prevent personal injury the Engine Service Manual.
• If coolant is present, go to step 6.
• If no coolant is present, continue to the Injector
Sleeve Inspection (page 80).
6. Drain coolant from the system. Remove the EGR
deaeration cap.
cooler following procedure in the Engine Service
• Loosen cap slowly a quarter to half turn to vent Manual.
pressure.
7. Attach EGR Cooler Test Plate to inlet and exhaust
• Pause for a moment to avoid being scalded by gas ports. Attach the Pressure Test Kit to the EGR
steam. test tools exhaust gas port.
• Continue to turn cap counterclockwise to remove. NOTE: Do not exceed 207 kPa (30 psi) while
pressure testing EGR cooler
appropriate adapter. 8. Use Pressure Test Kit or regulated shop air to
pressurize the EGR cooler to 207 kPa (30 psi).
4. Check for external leaks in the cooling system.
• If external leaks are found, repair as
necessary.
EGES-455
9. Close the air supply shut-off valve and monitor for 2. Inspect injector sleeves for signs of coolant
pressure loss. Submerge cooler into a tank of hot leakage. Plug in the coolant heater to warm the
water and watch for escaping air. coolant.
• If EGR cooler maintains pressure (with no 3. Install Radiator Pressure Tester with the
pressure plate leaks) for 15 minutes without appropriate adapter.
a pressure drop of more than 34 kPa (5 psi),
continue to the Injector Sleeve Inspection
(page 80). 5. Inspect injector sleeves again for coolant leakage.
Check for coolant entering each cylinder.
• If EGR cooler does not hold pressure and air
bubbles appear, replace EGR cooler following • If a leak is occurring at an injector sleeve,
procedure in the Engine Service Manual. replace the sleeve following the procedure in
the Engine Service Manual.
CAUTION: If coolant or lube oil enters the exhaust
system, past the turbocharger outlet elbow of the Test again to validate repair.
turbocharger, a Diesel Particulate Filter (DPF)
• If no leaks are apparent, but coolant is
inspection must be done. If Aftertreatment System
entering a cylinder, replace the cylinder
problems are found, make necessary repairs.
injector sleeve following the procedure in the
For Aftertreatment System diagnostics, see AFT Engine Service Manual.
System (page 194)in “ELECTRONIC CONTROL
Test again to validate repair.
SYSTEM DIAGNOSTICS”. For the removal of
the Aftertreatment System, see the Aftertreatment If leak continues, go to Cylinder Head Leak
Service Manual. Test.
• If available, a bore scope inserted through
injector sleeve may aid identification of
Injector Sleeve Inspection
coolant-washed cylinder prior to cylinder
head removal.
Procedure
1. Remove injectors following the procedure in
EGES-455
Cylinder Head Leak Test • If no leaks are noticed, go to the next step.
5. Drain coolant from system.
6. Remove cylinder head from engine following
procedures in the Engine Service Manual.
1. Remove the valve cover and other parts, as
7. Inspect and pressure test the cylinder head
needed, following the procedure in the Engine
following procedures in the Engine Service
Service Manual.
Manual.
2. Plug in the coolant heater to warm the coolant.
• Inspect cylinder head gasket for damage
3. Pressurize the cooling system to 103 kPa (15 psi). at sealing points that show evidence of a
leak. Verify crankcase and cylinder head
surface flatness using a straightedge and
feeler gauge following procedure in the
Engine Service Manual. Replace the head
gasket. Repair or replace the cylinder head
if necessary.
• Inspect the cylinder head for cracks following
procedure in the Engine Service Manual.
Repair or replace.
8. Magna-flux test the cylinder head for cracks.
9. Test the cooling system again after any repair to
Figure 51 Cylinder head (intake side) cup plugs validate the repair.
4. Inspect the entire cylinder head including the cup

plugs behind the intake manifold, if necessary.
• If a leak is noticed, repair or replace if
necessary.
EGES-455
Coolant in Lube Oil • Coolant in air tank(s)

• Coolant in exhaust
Symptom
• Skewed record due to periodic coolant overfilling;
When the crankcase lube oil is contaminated with
this could cause loss through the overflow tank
coolant, the oil will have a light-gray or black sludgy
(e.g., driver fills the coolant tank to the MAX line
appearance. The crankcase may also be overfilled.
when engine is cold). The service department is
Tools advised to request records showing the quantity
of coolant added over time and engine hours
of operation. The complaint must always
• ZTSE 4289A – Cylinder Head Pressure Test Kit be independently confirmed by the service
department.
• ZTSE4648 – Water Supply Housing Pressure
Adapter
• ZTSE4647 – Thermostat Opening Pressure Coolant System Inspection
Adapter (cylinder head)
• Straight edge WARNING: To prevent personal injury or
• Feeler gauge
Possible Causes WARNING: To prevent personal injury
• Failed interstage cooler (if equipped) or death, do the following when removing the
• Cylinder head cup plug failure
• Crevice seal (liner O-ring) failure
• Cylinder head gasket leak deaeration cap.
• Front cover gasket damage • Loosen cap slowly a quarter to half turn to vent
• Failed oil cooler pressure.
NOTE: Oil cooler coolant leakage to oil will occur only • Pause for a moment to avoid being scalded by
when coolant pressure is higher than oil pressure. steam.
Diagnosis and repairs will not be authorized based • Continue to turn cap counterclockwise to remove.
solely on oil analysis.
Prior to pursuing diagnosis and repair of a coolant in oil Procedure
complaint, the technician must complete the following: 1. Check oil level and quality to verify oil
• Visually examine an oil sample, taken through the contamination complaint.
drain plug, for coolant-in-oil contamination. • The presence of coolant in the oil will
• If there is no visible evidence of coolant-in-oil, no generally give the oil a light-gray or black
further action is necessary. sludgy appearance.
• If there is visible presence of coolant in the engine 2. If oil contamination is verified, determine if the
oil sample, then the technician may proceed with engine is equipped with an air compressor.
diagnosis to identify the cause. Contact technical • If yes, do steps 3 through 7.
support if necessary.
• If no, continue with step 8.
If the complaint is one of general coolant loss, then
the following may be considered prior to releasing the 3. Install Radiator Pressure Tester with the
vehicle to the customer: appropriate adapter.
• External leaks 4. Plug in cylinder block heater to warm coolant
EGES-455

Inspect for coolant leaks.
• If the engine does not have an air compressor
and is leaking from the front cover area or
the oil suction tube, do Front Cover Inspection
(page 84).
• If a leak is noticed between the cylinder
sleeve and piston, replace the injector sleeve
for that cylinder. Follow procedure in the
• If a leak is noticed between the cylinder
sleeve and the engine block, replace the
cylinder sleeve crevice seal for that cylinder.
Follow procedure in the Engine Service
Manual.
Figure 52 Air compressor oil drain-back hose • If a leak is noticed from the oil drain-back ports
(camshaft side), do Cylinder Head Leak Test
(page 81).
5. Remove air compressor oil drain-back hose from • If no leak is noticed, leave pressure and heat
the bottom of compressor. on cooling system overnight and check the
6. Pressurize the cooling system to 103 kPa (15 psi). following day.
7. Look for coolant leaking from the air compressor • If coolant leak is noticed at the number
oil drain-back port. seven main bearing, remove cylinder head to
inspect for faults near crankcase-to-cylinder
• If coolant is leaking from air compressor, head oil supply gallery.
repair or replace air compressor.
• If no leak is noticed after inspection of oil
• If coolant is not leaking from the air supply hole and overnight pressure test, do
compressor oil drain-back port, continue the following sequential tests until problem is
to step 8. found:
8. Drain engine oil and remove the oil filter. A. Re-examine symptoms and evidence
9. Remove the oil pan following the procedure in the that a coolant leak exists.
Engine Service Manual. B. Front Cover Inspection (page 84)
10. If not already done, install Radiator Pressure C. Cylinder Head Leak Test (page 81)
Tester with the appropriate adapter.
12. After any repairs are completed, replace
contaminated engine oil and coolant. Test the
cooling system again to validate the repair.
EGES-455
Front Cover Inspection
Figure 53 Possible front cover coolant leak locations
1. Remove front cover and inspect gaskets and 2. After repairs are completed, replace the engine
sealing surfaces following procedure in the oil and coolant. Test the cooling system again to
Engine Service Manual. Check front cover and validate the repair.
crankcase with straight edge and feeler gauge.
Repair or replace as required.
EGES-455
Coolant Over-Temperature • Broken/worn accessory drive belt

NOTE: 2010 model year and above no longer • Accessory belt tensioner failure
utilize DTC identification by number. DTCs are now
• Coolant thermostat stuck closed
identified using the Suspect Parameter Number
(SPN) and the Failure Mode Indicator (FMI) identifiers • Slipping cooling fan drive clutch
only.
• Water pump failure
Symptoms • Cooling fan blade assembly wrong/damaged
When coolant temperature is above 107° C (224° • Instrument panel gauge error
F), Diagnostic Trouble Codes (DTCs) will be set, the
• Engine Coolant Temperature (ECT) sensor
control system will command less fuel, and a power
biased
loss will occur.
• Incorrect radiator
When coolant temperature is above 109° C (228° F),
the red ENGINE lamp will be illuminated and a DTC • Chassis effects, transmission, after-market
will be set. equipment
When coolant temperature is above 112° C (234° F),
the red ENGINE lamp will flash, an audible alarm will
Coolant System Inspection
sound, and a DTC will be set. If the vehicle has the
warning protection feature enabled, the engine will
shutdown after 30 seconds. WARNING: To prevent personal injury or
Tools
• ZTSE2384 – Radiator Pressure Testing Kit WARNING: To prevent personal injury
• Regulated compressed air or death, do the following when removing the
• Electronic Service Tool (EST) with ServiceMaxx™
software • Allow engine to cool for 15 minutes or more.
• NAVCoM or NAVLink Interface Kit • Wrap a thick cloth around the radiator cap or
deaeration cap.
• Infared thermometer (locally obtained)
• Loosen cap slowly a quarter to half turn to vent
Possible Causes pressure.
• Defective radiator cap • Pause for a moment to avoid being scalded by
• Low engine coolant level steam.
• Internal or external coolant leaks • Continue to turn cap counterclockwise to remove.
• Internal or external radiator blockage • Do not substitute water for coolant.
EGES-455
• If no leaks are found, continue with step 5.

5. Start engine.
6. Test again for over-temperature condition
• If the engine is not running over-temperature,
continue with step 7.
• If the engine continues overheating, do step
8.

appropriate adapter.
8. Pressurize the cooling system to 103 kPa (15 psi).
• If coolant is leaking externally, identify the leak
and repair. Repeat the test to verify repair.
• If coolant is not leaking externally, but the
pressure is dropping, see Coolant Leak to
Exhaust/Intake (page 78) and Coolant in Lube
Oil (page 82).
9. Inspect the following items: cooling fan blade,
Figure 54 Deaeration tank (typical) shroud, accessory drive belt, accessory drive belt
tensioner, cooling fan drive clutch, operation of
electric or air fan, thermostat, and radiator.
1. Check coolant deaeration tank for contamination
CAUTION: To prevent radiator damage, when
and correct fill level.
using high-pressure washer, be careful not to get
• If coolant level is low, do step 2. the wand too close to radiator fins.
• If coolant level is correct, do step 6. • If vehicle is new or recently repaired, verify
the correct part number for any component
• If coolant is contaminated with oil, go to Lube
related to the cooling system.
Oil in Coolant (page 95).
• If the radiator cooling fins are blocked due to a
2. Pressure test deaeration tank cap.
build-up of dirt or debris, use a power washer
3. Fill cooling system to the maximum coolant level to clean blockage from radiator fins or any
mark. debris on the cooling fan and fan drive clutch.
4. Inspect for coolant leaks. Check for external NOTE: If heat exchangers are stacked,
leaks from coolant hoses, radiator, heater core, separation of each cooler is necessary for proper
deaeration tank, deaeration tank, cap, engine, or cleaning.
cylinder head cup plugs. Check for coolant in oil.
• If no problems are identified, continue to
• If any external leaks are found, repair Temperature Sensor Validation Test in this
and fill cooling system. Test again for section.
over-temperature condition.
• If oil is contaminated with coolant, go to
Coolant in Lube Oil (page 82).
EGES-455
Temperature Sensor Validation Test • If gauge is reading correctly, watch for

gauge to drop down to make sure the
NOTE: 2010 model year and above no longer
thermostat is opening at desired temperature.
utilize DTC identification by number. DTCs are now
If temperature rises steadily without dropping
identified using the Suspect Parameter Number
down, thermostat is possibly stuck closed.
(SPN) and the Failure Mode Indicator (FMI) identifiers
Replace thermostat, and recheck.
only.
1. Install Electronic Service Tool (EST) with
ServiceMaxx™ software and check for active Cooling System Operating Pressure Test
and inactive DTCs related to engine coolant
over-temperature conditions.
• If any DTCs remain relating to coolant death, wear safety glasses with side shields.
over-temperature condition, correct DTCs
before continuing. WARNING: To prevent personal injury
• If no DTCs exist, continue with step 2. or death, do the following when removing the
NOTE: The following test is only accurate if done after
a cold soak of at least 8 hours on the engine. • Allow engine to cool for 15 minutes or more.
2. Using the Electronic Service Tool (EST) • Wrap a thick cloth around the radiator cap or
with ServiceMaxx™ software, compare deaeration cap.
Engine Coolant Temperature (ECT1), Engine • Loosen cap slowly a quarter to half turn to vent
Oil Temperature (EOT), Exhaust Manifold pressure.
Temperature (EMT), and Intake Manifold
Temperature (IMT) with Key-On Engine-Off. • Pause for a moment to avoid being scalded by
steam.
3. Run engine up to operating temperature. Try to
duplicate the operator’s coolant over-temperature • Continue to turn cap counterclockwise to remove.
concern. Monitor the ECT1 using the Electronic 1. Install the Radiator Pressure Tester on the
Service Tool (EST) with ServiceMaxx™ software deaeration tank and run engine at elevated
and the instrument panel coolant temperature idle. Monitor the pressure in the system using
gauge. the tester gauge to see if pressure rises above
• If instrument panel coolant temperature normal value of deaeration tank cap.
gauge reads a different temperature than • If the pressure is higher than specification and
the Electronic Service Tool (EST) with both upper and lower radiator hoses are at
ServiceMaxx™ software and test gauge, engine operating temperature, then continue
repair instrument panel coolant temperature to Coolant Over Flow (page 75).
gauge fault.
• If the pressure is lower than specification
and upper and lower radiator hoses are
at different engine operating temperatures,
replace thermostat.
EGES-455
Coolant Over-Temperature – Charge Air Cooling 7. Use the recorded data to determine if the coolant
flow and coolant mixing valves are operating
Procedure correctly.
1. Connect Electronic Service Tool (EST) with • If the cooler difference is higher than the
ServiceMaxx™ software. secondary radiator difference, or is within -15
˚C (5 ˚F) of the secondary radiator difference,
2. Start engine and allow to reach operating
the Coolant Flow Valve (CFV) is stuck in the
temperature.
fully closed position. Install a new Coolant
3. Using an infrared thermometer, measure and Control Valve (CCV) assembly following the
record coolant inlet and outlet temperatures at procedure in the Engine Service Manual.
the secondary radiator.
• If the ambient temp is lower than 4 ˚C (39 ˚F)
4. Using Electronic Service Tool (EST) with then add -16 ˚C (4 ˚F) to the ECT and AIT2.
ServiceMaxx™ software, monitor and record
If the ECT sensor reading is higher than AIT2
temperature readings from ECT, ECT2, and
sensor reading by less than -7 ˚C (20 ˚F), the
AIT2 sensors. Record the readings on the
Coolant Mixer Valve (CMV) is stuck in the fully
Performance Diagnostics Form.
closed position. Install a new CCV assembly
5. Calculate secondary radiator cooling by following the procedure in the Engine Service
subtracting the coolant inlet temperature from Manual.
the outlet temperature. Record this number as
• If cooler difference is lower than secondary
secondary radiator difference.
radiator difference and ECT sensor reading is
6. Calculate CAC cooling by subtracting the ECT2 higher than AIT2 reading by -7˚ C (20 ˚F), the
sensor temperature from the AIT2 sensor CCV is functioning normally. Proceed to the
temperature. Record this number as cooler next step.
temperature difference.
8. If over-temperature condition remains, remove
secondary radiator and have flow checked at
radiator repair facility.
Retest engine for over-temperature condition with
repaired or replaced secondary radiator.
EGES-455
Lubrication System Lubrication System Inspection

Low Oil Pressure
Symptom death, shift transmission to park or neutral, set
Low oil pressure can cause any or all of the following: diagnostic or service procedures.
• Red ENGINE lamp NOTE: Never check the oil level when the engine is
• DTCs for Engine Oil Pressure (EOP) or Injection running or immediately after the engine is shut down;
Control Pressure (ICP) fault the reading will be inaccurate. Allow 15 minute drain
down time, before checking oil level.
• Engine knock
1. Park vehicle on level ground.
• Engine hard start or no start condition
2. Check oil level with oil level gauge. If oil level is
• Engine loss of power low, fill to the correct level.
Tools NOTE: When the crankcase lube oil is contaminated
• Electronic Service Tool (EST) with ServiceMaxx™ with coolant, the oil will have a light-gray or black
software sludgy appearance. The crankcase may also be
overfilled.
• NAVCoM or NAVLink Interface Kit
3. Inspect oil for thickening and odor.
• If oil is contaminated, go to Fuel in Lube
• Regulated compressed air (page 95) or Coolant in Lube Oil (page 82)
Possible Causes test procedures located in this section.
• Low oil level: oil leak, oil consumption, or incorrect • If oil level is at the correct level and not
servicing contaminated, do step 5.
• High oil level: incorrect servicing, fuel in oil, or 4. After repairs are completed, replace the
coolant in oil contaminated oil, oil filter, and coolant as required.
• Incorrect oil viscosity
• Incorrect EOP sensor
• Oil pressure regulator stuck open
• Scored/damaged oil pump
• EOP sensor biased
• Broken, missing, or loose piston cooling jets
• Missing, damaged, or worn bearing inserts or
camshaft bushings
• Aeration (cracked pickup tube or pickup tube
gasket)
• Loose rocker arm bolt or worn rocker shaft Figure 55 Pressure Test Kit connected to EOP
sensor fitting
EGES-455
Oil Pressure Regulator Inspection

5. Connect the Pressure Test Kit to the engine
oil pressure test port located on the Engine Oil
Pressure (EOP) sensor. If the engine is equipped
with an air compressor, use an adapter inline to
this port.
6. Measure pressure at low and high idle. The
engine must be at operating temperature.
• If oil pressure does not read within the
specification listed in Appendix A in this
manual, go to Oil Pressure Regulator
Inspection.
Figure 56 Oil pressure regulator
• If oil pressure reads within specification
listed in Appendix A in this manual, compare
mechanical gauge readings with instrument
1. Remove and inspect oil pressure regulator as
panel gauge and EOP value on the Electronic
described in the Engine Service Manual.
Service Tool (EST) with ServiceMaxx™
software. • The oil pressure regulator piston should move
freely in its bore.
• If instrument panel engine oil pressure gauge
reads a different value than the Electronic • If oil pressure regulator fails inspection,
Service Tool (EST) with ServiceMaxx™ install a new oil pressure regulator following
software and mechanical oil pressure gauge, the procedure in the Engine Service Manual.
repair instrument panel engine oil pressure
• If oil pressure regulator is functional and
gauge fault.
passes inspection, install a new oil pressure
regulator following the procedure in the
Engine Service Manual. Go to Oil and
Crankcase Inspection (page 91) in this
section.
EGES-455
Oil and Crankcase Inspection

1. Drain oil from engine. Inspect oil drain plug
magnet, drained oil, and oil filter for debris.
Figure 59 Piston cooling jet
2. Remove oil pan following the procedure in the

3. Inspect the bottom of oil pan for debris.
4. Inspect for missing, loose, plugged, or damaged
Figure 57 Bottom of engine
oil pickup tube, pickup tube gasket, piston cooling
jets, bearing inserts, and cam bushings. Replace
or repair as necessary.
Figure 58 Oil suction tube assembly and gasket

1. Oil suction tube gasket
2. Oil suction tube assembly
Figure 60 Piston cooling jets
1. Piston cooling jet (unknurled) – MaxxForce® DT
engines
2. Piston cooling jet (knurled) – MaxxForce® 9 and 10
engines
5. Verify correct piston cooling jets are installed for

the engine displacement.
EGES-455
Oil Pump Inspection 1. Remove and inspect the lube oil pump as
described in the Engine Service Manual.
• Inspect the lube oil pump housing and
plate for gouging, scoring, or a discolored
hot-scored appearance.
• Inspect the gerotor gears for excessive wear
or damage.
• If no excessive damage is found, go to Front
Cover Inspection in this section.
Figure 61 Lube oil pump housing cover

1. Lube oil pump housing
2. Inner gerotor
3. Outer gerotor
4. Oil pump seal
EGES-455
Front Cover Inspection
Figure 62 Possible front cover internal oil leak areas
EGES-455
Figure 63 Possible front cover internal oil leak areas
1. Remove the front cover assembly (front half) from cover gasket for damage. Repair or replace, if
the engine following the procedure in the Engine needed, and retest.
Service Manual. Inspect the front cover and front
EGES-455
Lube Oil in Coolant NOTE: Install a new O-ring before installing the
coolant drain plug.
Symptom
4. Remove the oil cooler following the procedure in
Coolant contaminated with lube oil will have oil in the the Engine Service Manual.
deaeration tank.
5. Pressure test the oil cooler following the
Tools procedure in the Engine Service Manual. If a
leak is noticed, replace the oil cooler. If there is
• ZTSE4939 – Oil Cooler Pressure Test Plate
no visible leak, no repair is necessary.
6. After repair is made, flush cooling system
• Regulated compressed air completely and monitor for contaminants. Repeat
as necessary.
Possible Causes
• Failed oil cooler
Fuel in Lube
Procedure
Symptom
WARNING: To prevent personal injury or Oil contaminated with diesel fuel will cause the oil level
death, do not smoke and keep fuel away from in engine to increase.
flames and sparks.
Tools
WARNING: To prevent personal injury or None
Possible Causes
• Engine performance or start issues (misfire, rough
WARNING: To prevent personal injury idle, low power, poor start ability)
or death, do the following when removing the • Leaking fuel injector or injector O-ring (A leaking
radiator cap or deaeration cap: injector sleeve or injector tip could cause
• Allow engine to cool for 15 minutes or more. contaminated engine oil, but would most likely be
identified as a performance problem.)
deaeration cap. Procedure
• Loosen cap slowly a quarter to half turn to vent 1. Verify oil contamination.
pressure.
2. Remove the oil level dipstick. Capture an oil drop
• Pause for a moment to avoid being scalded by on a clean paper towel.
steam.
High fuel content will be indicated by an
• Continue to turn cap counterclockwise to remove. expanding ring of fuel moving outwards from
1. Check for coolant contamination by inspecting the oil drop.
deaeration tank for presence of oil. • If excessive fuel is present, check for related
2. Place a coolant drain pan under the oil cooler iKnow letters and service bulletins using
module. ISIS® system, or contact International®
Technical Services at 1-800-336-4500.
3. Remove the coolant drain plug installed in the
bottom of the oil cooler module. Drain coolant. • If no excessive fuel is noted, no repair is
This procedure will drain the entire cooling required.
system.
EGES-455
EGES-455
5 HARD START AND NO START DIAGNOSTICS 97
Table of Contents
Diagnostic Form EGED-460 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Diagnostic Form Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

1. Initial Key On Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
2. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Fuel Quality Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Intake Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
3. Electronic Service Tool (EST) with ServiceMaxx™ software Connection. . . . . . . . . . . . . . . . . . . . . . .105
4. Check for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
5. Engine Cranking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
6. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Special Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110

Main Power Voltage to ECM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
Inlet Air Heater (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Amperage Draw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Fuel Level Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel Pump Electrical Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel Quality Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Fuel Pressure and Aeration Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Fuel Filter Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Alternative Fuel Supply Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Aeration Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Injection Control Pressure System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
ICP Open Loop Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
High-pressure Pump Reservoir Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
IPR Control Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
High-pressure Oil Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
IPR Block-off Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122
High-pressure Oil Rail Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
EGES-455
98 5 HARD START AND NO START DIAGNOSTICS
EGES-455
Diagnostic Form EGED-460
Figure 64 Diagnostic Form EGED-460
The Hard Start and No Start Diagnostics Form directs out of sequence can cause incorrect results. If the
technicians to systematically troubleshoot a hard start customer complaint is found and corrected, it is not
or no start condition and avoid unnecessary repairs. necessary to complete the remaining tests.
This Diagnostic Manual section shows detailed See appropriate section of this manual for Diagnostic
instructions of the tests on the form. The manual Trouble Codes (DTCs) and engine specifications.
should be used with the form and referenced for
Diagnostic Form EGED-460 is available in 50 sheet
supplemental test information. Use the form as a
pads. To order technical service literature, contact
worksheet to record test results.
your International dealer.
Do Required Test Procedures in sequence, and do
Special Test Procedures when needed. Doing a test
EGES-455
Diagnostic Form Information
Fill in the header information on the Diagnostic Form. • Unit No. (dealer’s quick reference number)
• Technician • VIN
• Date • Customer complaint (interview driver)
EGES-455
Required Test Procedures • NAVCoM or NavLink interface Kit

NOTE: If this is a cold start problem, verify the Intake Note: Programming is only possible with the
Air Heater is working. See Inlet Air Heater (page 111) NAVCoM cable.
in Special Test Procedures.
Procedure
1. Turn ignition switch to ON, engine OFF. Check or
listen for the following:
GOVERNMENT REGULATION: Engine
fluids (oil, fuel, and coolant) may be a hazard • WAIT TO START lamp
to human health and the environment.
• WATER IN FUEL lamp (LCD display)
Handle all fluids and other contaminated
materials (e.g., filters, rags) in accordance 2. Connect the Electronic Service Tool (EST)
with applicable regulations. Recycle with ServiceMaxx™ software to the vehicle’s
or dispose of engine fluids, filters, and Diagnostic Connector.
other contaminated materials according to
3. Start the ServiceMaxx™ software.
• If unable to communicate with the ECM, see
the ServiceMaxx™ Users Guide.
WARNING: To prevent personal injury or • If unable to communicate and no problems
death, do not let engine fluids stay on your skin. found with ServiceMaxx™ software,
Clean skin and nails using hand cleaner and wash go to J1939 Data Link (page 390) in
with soap and water. Wash or discard clothing “ELECTRONIC CONTROL SYSTEM
and rags contaminated with engine fluids. DIAGNOSTICS”.
• If communication was established, continue
WARNING: To prevent personal injury or to the next step.
parking brake, and block wheels before doing 4. Record results on the Diagnostic Form.
diagnostic or service procedures. • If WATER IN FUEL lamp stays on, go to Fuel
Quality Check (page 103).
death, do not smoke and keep fuel away from
flames and sparks. 2. Visual Inspection
Purpose
death, provide proper ventilation when operating Check all fluid levels and inspect engine systems for
an engine in a closed area. Inhalation of exhaust problems (leaks, open connections, harness chaffing,
gas can be fatal. etc.).
1. Initial Key On Check Tools
Purpose None
Determine if the Engine Control Module (ECM) is

powered up and if water is in the fuel supply. Engine Oil
Tools 1. Park vehicle on level ground and check oil level.
• Electronic Service Tool (EST) with ServiceMaxx™ NOTE: API CJ-4 oils are recommended for high
software speed diesel engines with advanced exhaust
aftertreatment systems that meet 2007 and
beyond on-highway exhaust emission standards.
EGES-455
• If oil is contaminated, determine source of

contamination, repair as required. Replace oil
and filter after repair.
Fuel Level

flames and sparks.
2. Check instrument panel gauge and visually look
Figure 66 Lube oil requirements label into fuel tank to verify fuel level.
• If gauge reads above empty, but tank is
empty, diagnose dash gauge. Verify sufficient
NOTE: Turn engine OFF. Wait 15 minutes for oil
fuel level before diagnosing a pressure
level to stabilize.
problem.
2. Use oil level gauge (dipstick) to verify engine oil
• If fuel tank is empty, add fuel and prime fuel
level.
system by cycling the ignition switch ON and
3. Record results on Diagnostic Form. OFF a few times.
• If level is below specification, inspect for NOTE: The fuel pump will run for 10 seconds.
leaks, oil consumption, or improper servicing. Wait 10 seconds between switch cycles.
If engine oil level is low, fill to specification.
• If level is above specification, inspect for
improper servicing, coolant contamination,
or fuel dilution. If engine oil level is above
specification, drain to specification.
EGES-455
Fuel Quality Check 1. Place clear diesel fuel container under fuel drain
valve.
Purpose
2. Open fuel drain valve, to fill container.
Check fuel quality and for signs of contamination.
NOTE: If fuel does not drain, turn ignition switch
Tools ON to run the electric fuel pump. Electric fuel
pump will run for 10 seconds with ignition switch
• ZTSE4925 – Clean Fuel Supply
ON.
Procedure 3. Check for water, waxing, icing, sediment,
gasoline, or kerosene by shaking fuel sample
container and letting contents settle.
• Sediments will fall to the bottom of the fuel
sample container.
• Gasoline and kerosene will separate from the
diesel fuel.
• Waxing or icing will prevent diesel fuel from
flowing out of the fuel drain valve.
• If the fuel quality is questionable, correct the
problem. Take another sample to verify fuel
quality is satisfactory.
Figure 67 Fuel requirements label
• If the fuel quality is satisfactory, continue to
next test.
NOTE: Instrument panel Water In Fuel (WIF) lamp
should cycle on, then off, if there is no water in the
system. Lamp will stay on if water is detected.
Figure 68 Fuel sample
EGES-455
Engine Coolant Level Electrical System

Inspect batteries and electrical system (engine and
WARNING: To prevent personal injury or vehicle) for poor or loose connections, corroded
death, make sure engine has cooled before terminals, or broken and damaged wires.
removing components.
• If electrical system problem is found, make
1. Park vehicle on level ground. necessary repairs.
2. Check coolant level as indicated on deaeration
tank level window.
Intake Air
CAUTION: Coolant in the Exhaust could damage
NOTE: Intake air restriction should be less than 172
the Diesel Particulate Filter (DPF). Inspect DPF
kPa (25 psi) at full rated speed.
for damage. See AFT System in “ELECTRONIC
CONTROL SYSTEMS DIAGNOSTICS” for inspection Inspect air filter gauge, located on air filter housing or
of the DPF. For coolant contamination, see Coolant on the dash panel.
System in “ENGINE SYMPTOMS DIAGNOSTICS”.
• If gauge indicates air filter requires replacement,
3. Record results on Diagnostic Form. verify there are no other restrictions in the air inlet
or filter housing before replacement of air filter.
• If level is above or below deaeration tank
fill level, inspect for leaks, coolant in the oil,
or coolant in the intake or exhaust. See
Exhaust System
the “ENGINE SYMPTOMS DIAGNOSTICS”
section and repair. Inspect exhaust system (engine and vehicle) for
damaged or plugged tailpipe.
• If level is at deaeration tank fill level, and no
tank contamination is evident, no action is • If exhaust system problem is found, make
required. necessary repairs.
• If coolant is contaminated, determine the
source, and repair as required. See “Engine
Operation and Maintenance Manual” for
coolant system requirements.
Charge Air Cooler (CAC) System

1. Inspect the CAC interstage cooler, and all piping
for leaks.
2. Inspect all CAC connections and clamps.
• If CAC system problem is found,
make necessary repairs. See Coolant
Over-Temperature – Charge Air Cooling
(page 88)in “ENGINE SYMPTOMS
DIAGNOSTICS”.
EGES-455
3. Electronic Service Tool (EST) with

ServiceMaxx™ software Connection
Purpose
To check ECM software, sensor signals, Diagnostic
Trouble Codes (DTCs) and to record additional
vehicle information on the diagnostic form.
Tools
software
Note: Programming is only possible with the
NAVCoM cable.
Procedure
1. Turn ignition switch to ON, engine OFF.
Figure 69 ServiceMaxx™ startup screen – vehicle connected
EGES-455
2. Connect the Electronic Service Tool (EST) • Injection Control Pressure (ICP)
with ServiceMaxx™ software to the vehicle’s
• Fuel Delivery Pressure (FDP)
Diagnostic Connector.
• Exhaust Back Pressure (EBP)
• TC2 Turbine Outlet Pressure (TC2TOP)
the ServiceMaxx™ Users Guide. • Intake Manifold Pressure (IMP)
• If unable to communicate and no problems • Barometric Absolute Pressure (BARO)
found with ServiceMaxx™ software,
• DPF Differential Pressure (DPFDP)
go to J1939 Data Link (page 390) in
“ELECTRONIC CONTROL SYSTEM 7. Cycle ignition switch OFF, then back ON while
DIAGNOSTICS”. monitoring FDP.
• If communication was established, continue •
to the next step.
NOTE: The electric fuel pump will time out after
4. Verify the following vehicle information 10 seconds unless engine speed is present. If
matches the ServiceMaxx™ software displayed electric fuel pump times out, wait 10 seconds
information and record on Diagnostic Form. between switch cycles to reset timer.
• Vehicle Identification Number (VIN) NOTE: The Fuel Delivery Pressure sensor is only
capable of measuring up to 517 kPa (75 psi) of
• Software Identification
pressure, even though fuel pressure normally
• Rated Horsepower (HP) operates at 621 kPa (90 psi).
• Engine Family Rating Code (EFRC) 8. Record results on the Diagnostic Form.
• Transmission • If Fuel Delivery Pressure (FDP) is below 517
kPa (75 psi), go to Fuel System (page 113) in
• Odometer (miles)
Special Test Procedures.
• Engine Hours
9. Look for sensor values that are out of
• Engine Serial Number (ESN) specification. A sensor out of specification could
cause the ECM to command lower then normal
NOTE: The engine serial number is located on the
starting pressure on certain systems.
right side of the crankcase, just above the oil filter
header. It is also on the engine emission label on • If sensor is out of specification, go to
the valve cover. the suspect sensor in the “ELECTRONIC
CONTROL SYSTEM DIAGNOSTICS”
5. Record the following Key ON, Engine OFF
section of this manual.
(KOEO) temperature sensor values on the
Diagnostic Form. 10. Record the following Key ON, Engine OFF
(KOEO) position signal values on the Diagnostic
NOTE: If ECT1 is below -1 °C (30 °F), verify Intake
Form:
Air Heater is working before continuing. See Inlet
Air Heater (page 111) in Special Test Procedures. • Exhaust Gas Recirculation Valve Position
(EGRVP)
• Air Intake Temperature (AIT)
NOTE: The EGR Position signal displays duty
• Engine Coolant Temperature 1 (ECT1)
cycle and not actual valve position. EGR valve
• Engine Oil Temperature (EOT) closed is 35%, and valve open is 90%.
6. Record the following KOEO pressure and flow • Engine Throttle Valve (ETV)
sensor values on the Diagnostic Form:
• Mass Air Flow (MAF)
EGES-455
11. Look for sensor values that are out of • NAVCoM or NAVLink Interface Kit
specification. A sensor out of specification could
cause Air Management problems.
NAVCoM cable.
• If sensor is out of specification, go to
the suspect sensor in the “ELECTRONIC Procedure
12. Record DPF status on the Diagnostic Form.
• If DPF status is “Regen needed - critical
level”, disconnect exhaust system and see if
engine will start.
4. Check for DTCs

NOTE: 2010 model year vehicles no longer utilize
DTC identification by number. DTCs are now Figure 70 DTC window
identified using the Suspect Parameter Number 1. Suspect Parameter Number (SPN) column
(SPN) and Failure Mode Indicator (FMI) identifiers 2. Failure Mode Indicator (FMI) column
only. 3. Fault code column
• Suspect Parameter Number (SPN) – The SPN 4. Clear DTCs Type button
identifies the individual component causing the 5. Extended (Freeze Frame)
DTC.
• Failure Mode Indicator (FMI) – The FMI identifies NOTE: Click the extended button to receive a Freeze
the fault or condition affecting the individual Frame data of when the code was set.
component.
3. Record DTCs on the Diagnostics Form.
• Active DTCs are codes that are active now.
• Correct any active DTCs. See the
• Previously active DTCs are historical faults that “DIAGNOSTIC TROUBLE CODE INDEX”
may be caused by intermittent signals, or an (page 419).
operating condition which is not currently present.
• Investigate any previously active DTCs for
Purpose possible intermittent conditions.
Identify DTCs.
Tools
software
EGES-455
5. Engine Cranking • Engine Speed (RPM)

Purpose
• Injection Control Pressure (ICP)
Determine if engine systems are able to meet
minimum starting specifications. • Exhaust Back Pressure (EBP)
4. Record cranking results on the Diagnostic Form.
Tools
• If SWBAT drops below specification, continue
to step 6.
software
• If Engine Speed remains at 0.00 RPM with
engine rotating, see CKP Sensor (page 235)
Note: Programming is only possible with the and CMP Sensor (Camshaft Position) (page
NAVCoM cable. 238) in “ELECTRONIC CONTROL SYSTEM
DIAGNOSTICS”.
• ZTSE4357 – Digital Multimeter
• If Engine Speed is below specification, check
Procedure batteries and starting system.
1. Turn ignition switch to ON, engine OFF. • If FDP is below specification, go to
Fuel System (page 113) in Special Test
2. Using Electronic Service Tool (EST) with
Procedures.
ServiceMaxx™ software, open the Hard Start, No
Start session. • If ICP is below specification, go to ICP
Open Loop Test (page 119) in Special Test
Procedures.
5. Open exhaust system before the Diesel Oxidation
Catalyst (DOC) and try to start engine.
NOTE: If this is a cold start problem, go to Inlet Air
Heater (page 111) in Special Test Procedures.
• If engine starts, see AFT System (page
DIAGNOSTICS” for restricted DOC or DPF.
6. With the DMM connected to the battery, monitor
voltage during engine cranking.
Figure 71 Screenshot of Hard Start No Start
signals (example only) • If voltage drops below specification, check
batteries and starting system. Connect
battery charger and repeat Engine Cranking
NOTE: If this is a cold start problem, verify the Intake test.
Air Heater is working. See Inlet Air Heater (page 111)
• If voltage stays within specification, go to
in Special Test Procedures.
Main Power Voltage to ECM (page 110) in
3. Press record and start cranking engine for a Special Test Procedures.
maximum of 10 seconds while monitoring the
following signals.
• Switch Battery (SWBAT)
EGES-455
6. Relative Compression Test Relative Compression Test Interpretation

The Relative Compression Test is used to measure
Purpose
cylinder balance based on the compression stroke of
To verify all cylinders have good compression. each cylinder and will detect a cylinder compression
problem due to a mechanical failure, not an injector
Tools misfire.
• Electronic Service Tool (EST) with ServiceMaxx™ NOTE: This test must be run before running the
software Cylinder Cut Out Test
• NAVCoM or NAVLink Interface Kit This test determines cylinder integrity. The Engine
Control Module (ECM) measures the time it
takes for each piston to travel upward during the
NAVCoM cable.
compression stroke. Timing is based on information
from the Camshaft Position (CMP) sensor and
Procedure
Crankshaft Position (CKP) sensor. A cylinder with low
compression allows the piston to travel faster during
WARNING: To prevent personal injury or the compression stroke.
death, read all safety instructions in the “Safety
Information” section of this manual. The test results are displayed by either numerical
text or graphical display. If there are no mechanical
NOTE: Use a battery charger when performing problems with the engine, the numbers or graphs
this test. It is important that cranking rpm remains displayed should be approximately the same value
consistent throughout test. or height. A smaller number or lower level graph
1. Turn ignition switch to ON, engine OFF. indicates a problem with that particular cylinder.
2. Using ServiceMaxx™ software, run the Relative Possible Causes

Compression Test.
• Valve train damage
3. Follow the on-screen instructions.
• Valves out of adjustment
4. Record results on Diagnostic Form.
• Worn or broken piston rings
• If one cylinder is significantly faster than
the others, the cylinder is suspect for • Excessive cylinder wall wear
compression loss. • Damaged piston
Figure 72 Electronic Service Tool (EST) with

ServiceMaxx™ software Display
EGES-455
Special Test Procedures • Digital Multimeter (DMM)
Procedure
CAUTION: To prevent engine damage, turn ignition
GOVERNMENT REGULATION: Engine switch OFF before removing the main power relay
fluids (oil, fuel, and coolant) may be a hazard or any ECM connector supplying power to the ECM.
to human health and the environment. Failure to turn ignition switch OFF will cause a voltage
Handle all fluids and other contaminated spike and damage electrical components.
materials (e.g. filters, rags) in accordance
with applicable regulations. Recycle 1. Remove ECM relay from the engine harness.
or dispose of engine fluids, filters, and 2. Install Breakout Harness 4674 between ECM
other contaminated materials according to relay and the engine harness.
4. Connect DMM leads to breakout harness 4674
WARNING: To prevent personal injury or (between ECM PWR circuit and ground).
death, read all safety instructions in the “Safety
5. Crank the engine for 5 seconds.
Information” section of this manual.
6. Record results on Diagnostics Form. If voltage
drops below specification, see ECM PWR (page
Main Power Voltage to ECM
DIAGNOSTICS”.
Purpose
Inspect for incorrect power supplied to operate the
ECM.
Tools
• Breakout Harness 4674 (ECM Relay)
EGES-455
Inlet Air Heater (IAH) 2. Turn ignition switch to ON, engine OFF.
3. Using the Electronic Service Tool (EST) with
Purpose
ServiceMaxx™ software, run the KOEO Glow
Inspect IAH system for malfunctions. Plug/Inlet Heater Output State Test.
Tools NOTE: KOEO Standard Test must be run before
running other KOEO tests.
software 4. Record results on the Diagnostic Form.
• NAVCoM or NAVLink Interface Kit • If amperage draw does not meet
specification, see IAH System (page
NAVCoM cable.
DIAGNOSTICS”.
• Digital Multimeter (DMM)
• If amperage draw meets specifications, the
• EXP-1000 HD by Midtronics (Amp Clamp) Inlet Air Heater system is working correctly.
Amperage Draw
Procedure
Figure 73 International® Electrical System

Tester with amp clamp
1. Install amp clamp around the IAH relay B+ feed

circuit.
EGES-455
Fuel System
Figure 74 Low-pressure fuel system

1. Electric pressure fuel pump 5. Water drain valve 8. Fuel supply line from tank
2. Fuel filter module 6. Fuel Delivery Pressure (FDP) 9. Fuel heater
3. Fuel filter test port sensor 10. Intake manifold fuel test port
4. Fuel return line to tank 7. Water in Fuel (WIF) sensor
EGES-455
Fuel Level Check Tools

Breakout Harness 6023 (Fuel Pump)
Purpose
Possible Causes
Check for low fuel level.
• Blown fuse
NOTE: Always verify fuel level before diagnosing a
pressure problem. • Failed relay
• Circuit fault
Tools
• Failed Fuel Pump
None
Procedure
Procedure
NOTE: Run this test if Fuel Delivery Pressure (FDP) is
below specification or the Fuel Pump can not be heard
2. Check instrument panel gauge and visually look when turning the ignition switch ON.
into tank to verify fuel level.
1. Connect Breakout Harness 6023 between engine
NOTE: The fuel pump will time out after 10 harness and fuel pump.
seconds unless engine speed is present. If fuel
2. Using a DMM, measure voltage between pins 1
pump times out, wait 10 seconds between switch
and 4, then between pins 1 and 6.
cycles to reset timer.
• If gauge reads full but tank is empty, add fuel
and prime fuel system by cycling the ignition NOTE: The fuel pump will time out after 10 seconds
switch ON and OFF a few times. unless engine speed is present. Wait 10 seconds
between switch cycles to reset timer.
• If gauge is inaccurate, repair as necessary.
• If no voltage is present, go to FPC (page
Fuel Pump Electrical Check DIAGNOSTICS”.
Purpose
Verify Fuel Pump has power.
EGES-455
Fuel Quality Check NOTE: When ignition is turned on, the instrument
panel Water In Fuel (WIF) lamp should cycle on, then
off, if there is no water in the system. Lamp will stay
on if water is detected.
death, store diesel fuel properly in an approved
container designed for and clearly marked DIESEL
FUEL.

flames and sparks.

Purpose
Tools
• ZTSE4925 – Clean Fuel Supply Figure 76 Fuel sample
Procedure
NOTE: Ultra Low Sulfur Diesel (ULSD) fuel is required 1. Place clear diesel fuel container under fuel drain
for MaxxForce® 11 and 13 Diesel Engines used with valve.
advanced aftertreatment systems. 2. Open fuel drain valve to fill container.
ON to run the electric fuel pump. Electric fuel
pump will run for 10 seconds with switch ON.
3. Check for water, waxing, icing, sediment,
gasoline, or kerosene.
quality.
EGES-455
Fuel Pressure and Aeration Check 1. Connect Fuel Pressure Gauge to the fuel test port
on the front of the intake manifold.
Purpose
2. Route clear hose into diesel fuel container.
Check for correct fuel pressure and fuel aeration.
NOTE: The fuel pump will only run for 10 seconds per
NOTE: Plugged supplemental filters or separators switch cycle, and there must be 10 seconds between
mounted on vehicle will influence fuel pressure, switch cycles.
restriction, and aeration.
NOTE: The Fuel Delivery Pressure (FDP) sensor is
NOTE: Fuel Aeration must be checked using the only capable of measuring up to 517 kPa (75 psi)
Fuel Pressure Gauge clear hose. Aeration cannot be of pressure, even though fuel pressure normally
measured using the FDP sensor. operates at 621 kPa (90 psi).
Tools 3. Turn ignition switch to ON, engine OFF. Measure
fuel pressure with shut-off valve closed. Open
• ZTSE4681 – Fuel Pressure Gauge
shut-off valve momentarily to check for possible
• ZTSE4925 – Clean Fuel Supply aeration.
4. Record results on Diagnostics Form.
Procedure
• If fuel pressure is below specification, go to
Fuel Filter Check
• If fuel is aerated, go to Aeration Check
Figure 77 Fuel Pressure Gauge connected to

intake manifold test port
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Fuel Filter Check • If fuel pressure is below specification,

continue to next step.
Purpose
Check pressure difference between the filtered and
non-filtered side of the fuel filter.
NOTE: The Fuel Delivery Pressure (FDP) sensor
monitors the filtered side of the fuel filter.
Tools
• ZTSE4526 – Fuel/Oil Pressure Test Coupler
Procedure
Figure 79 Fuel return line disconnected
4. Disconnect fuel return line from Fuel Filter

housing.
NOTE: Removing the fuel return line will restrict fuel
Figure 78 Fuel Pressure Test Gauge connected leaving the filter housing and cause the system to build
to fuel filter test port maximum pressure.
5. Turn ignition switch to ON, engine OFF. Measure
1. Connect Fuel/Oil Pressure Test Coupler and Fuel fuel pressure.
Pressure Gauge to the fuel filter housing test port. • If fuel pressure is above specification, replace
2. Close Fuel Pressure Gauge shut-off valve. Turn Fuel Pressure Regulator.
ignition switch to ON, engine OFF. Measure fuel • If fuel pressure is below specification, go to
pressure. Alternative Fuel Supply Test.
• If fuel pressure is within specification, replace
the fuel filter element and clean strainer filter.
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Alternative Fuel Supply Test Aeration Checks
Purpose Purpose
Verify the fuel supply is not restricted or open. Diagnose the cause for fuel aeration.
Tools Tools
• ZTSE4681 – Fuel Pressure Gauge • ZTSE4681 – Fuel Pressure Gauge
• ZTSE4925 – Clean Fuel Supply • ZTSE4925 – Clean Fuel Supply
Procedure Procedure
1. Retain Fuel Pressure Gauge to Fuel Filter housing 1. Connect Fuel Pressure Gauge to the fuel test port
set up from previous test. on the front of the intake manifold.
2. Disconnect fuel pump supply line from fuel filter 2. Disconnect the supply line from the filter housing.
housing.
Figure 80 Alternative Fuel supply test line

connected to fuel filter housing inlet Figure 81 Fuel supply test line connected to
fuel filter housing inlet and alternative fuel source
3. Connect the fuel supply test line between the fuel

filter housing inlet and an alternative fuel source. 3. Connect the fuel supply test line between the
4. Turn ignition switch to ON, engine OFF. Measure fuel filter housing inlet and alternative diesel fuel
fuel pressure. source.
5. Record results on Diagnostic Form. 4. Close Fuel Pressure Gauge shut-off valve. Turn
ignition switch to ON, engine OFF. Measure fuel
• If fuel pressure is within specification, repair pressure. Open the shut-off valve to check for
fuel supply restriction or open. possible aeration.
• If fuel pressure is below specification, replace 5. Record results on Diagnostic Form.
fuel pump.
• If fuel is not aerated, repair fuel supply line
from fuel tank to filter housing for sucking air.
• If fuel is aerated, replace fuel filter housing.
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Injection Control Pressure System
Figure 82 ICP System

1. High-pressure oil manifold 4. High-pressure oil pump 6. Oil inlet from front cover reservoir
2. Injection Control Pressure (ICP) 5. Injection Pressure Regulator (with screen filter)
sensor (IPR) Valve 7. Fuel injector (6)
3. High-pressure oil hose
EGES-455
ICP Open Loop Test High-pressure Pump Reservoir Inspection
Purpose Purpose
Check for biased ICP sensor or sensor circuit. Check if the high-pressure oil pump is receiving
engine oil.
NOTE: Run this series of tests only if engine oil
pressure is within specification, and ICP does not
Tools
build enough pressure to start the engine.
Hand Tools
Tools
Procedure
None
Procedure
Figure 84 Engine Oil Temperature (EOT) sensor
Figure 83 Gray valve cover connector (UVC 1. Loosen Engine Oil Temperature (EOT) sensor to
connector 1) unplugged verify reservoir has oil in it.
1. Disconnect the gray valve cover connector (UVC • If reservoir is empty, see Lubrication
connector 1) at the front of the engine. System (page 89) in “ENGINE SYMPTOMS
NOTE: This test will set an ICP Diagnostic Trouble DIAGNOSTICS”.
Code (DTC). Ignore DTC and clear after test is • If reservoir is full, go to IPR Control Test.
complete.
2. Crank engine for a maximum of 20 seconds.
• If engine starts, see ICP Sensor (page
DIAGNOSTICS”.
• If engine does not start, go to High-pressure
Pump Reservoir Inspection.
EGES-455
IPR Control Test 4. Connect Breakout Harness 4484 to the IPR valve;
leave engine harness disconnected.
Purpose
CAUTION: Do not connect test harness directly to the
Check for Injection Pressure Regulator (IPR) electrical engine harness. Doing so will result in a blown fuse.
control failure.
5. Energize the IPR valve by connecting B+ and
Tools ground to Breakout Harness 4484.
• Electronic Service Tool (EST) with ServiceMaxx™ 6. Turn ignition switch to ON, engine OFF.
software
7. Using the Electronic Service Tool (EST) with
• NAVCoM or NAVLink Interface Kit ServiceMaxx™ software, open Hard Start No
Start session.
NAVCoM cable.
• Breakout Harness 4484 (IPR valve)
Procedure
1. Reconnect the gray valve cover connector.
2. Remove IPR harness connector. Inspect for
damage or corrosion.
3. Record connection problems on the Diagnostic
Form.
Figure 86 ServiceMaxx™ software – Monitoring
• If connection problems are evident, repair ICP pressure
connection.
• If connection is OK, go to next step.
8. Crank the engine while monitoring Injection
Control Pressure.
9. Record ICP results on Diagnostic Form.
• If ICP pressure builds above 28 MPa (4000
psi), see IPR (page 384) in “ELECTRONIC
CONTROL SYSTEM DIAGNOSTICS”.
• If ICP pressure does not build to 28 MPa
(4000 psi), go to High-pressure Oil Pump
Test.
Figure 85 IPR Breakout Harness installed
EGES-455
High-pressure Oil Pump Test

Purpose
Check if the high-pressure pump can provide
maximum Injection Control Pressure (ICP).
Tools
software
NAVCoM cable.
• Breakout Harness 4484 (IPR valve) Figure 87 Mechanical Test Gauge
• Breakout Harness 4952 (8–pin UVC)

• ZTSE4927 – Adapter Fitting
• ZTSE4594 – ICP System Test Adapter
• ICP test sensor (locally obtained)
• ZTSE4954 – 10,000 psi (70000 kPa) Mechanical
Test Gauge
Procedure
1. Retain Breakout Harness 4484 with B+ and
ground connections from previous test.
2. Remove high-pressure hose from the cylinder
head fitting.
Figure 88 ICP test sensor installed
NOTE: Steps 3 and 4 can be replaced by connecting

a Mechanical Test Gauge to the high-pressure hose.
3. Install ICP test sensor to the high-pressure hose
using the ICP pressure adapter fitting.
4. Connect Breakout Harness 4952 between
engine harness and the ICP test sensor; leave
disconnected from valve cover.
EGES-455
5. With B+ and ground supplied to the IPR valve, • ZTSE4816 – IPR Plug Tester
crank the engine while monitoring ICP pressure.
• ICP test sensor (locally obtained)
6. Record ICP results on the Diagnostic Form.
• 69 MPa (10,000) psi mechanical gauge (optional)
• If ICP goes above 28 MPa (4000 psi), go to
High-pressure Oil Rail Leak Test (page 124). Procedure
• If ICP does not go above 28 MPa (4000 psi), 1. Remove IPR valve from high-pressure oil pump.
go to IPR Block-Off Test.
IPR Block-off Test
Purpose
Check if high-pressure pump is able to reach
maximum pressure. Figure 89 IPR Plug Tester
Tools
• Electronic Service Tool (EST) with ServiceMaxx™ 2. Install IPR Plug Tester.
software
3. Crank the engine while monitoring ICP.
4. Record results on the Diagnostic Form.
• If ICP goes above 28 MPa (4000 psi), replace
NAVCoM cable.
IPR valve.
• Breakout Harness 4952 (8–pin UVC)
• If ICP does not go above 28 MPa (4000 psi),
• ZTSE4927 – Adapter Fitting replace the high-pressure pump.
EGES-455
High-pressure Oil Rail Leak Test
Figure 90 High-pressure oil rail

1. Rail to head O-ring location 3. Engine Compression Brake 5. Injector oil inlet adapter (puck)
2. Injection Control Pressure (ICP) (ECB) valve (If equipped) assembly
sensor 4. Engine Compression Brake
Pressure (ECBP) sensor
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Purpose 4. Crank the engine while visually inspecting around

the high-pressure rail for leaks.
Check for high-pressure oil rail leaks under the valve
cover.
Tools
• Breakout Harness 4484 (IPR valve)
Procedure
1. Connect Breakout Harness 4484 to B+ and
ground.
2. Connect high-pressure hose to the cylinder head.
3. Remove engine valve cover, and disconnect all 6
Figure 92 Injector oil inlet adapters
injector electrical connectors.
1. Top view
2. Bottom view
5. Record the results on Diagnostic Form.

• If oil is leaking from the ECB valve, replace
the ECB valve.
• If the center of the rail to the cylinder head is
leaking, remove rail and replace O-ring.
• If any injector oil inlet adapter is leaking
excessively more oil than others, remove rail
and replace leaking injector oil inlet adapter.
• If ICP sensor is leaking, replace ICP sensor.
Figure 91 Possible leak points
6. If no leaks are found, or it’s hard to distinguish
which puck leaks, then connect Breakout Harness
4484 to B+ and ground, crank engine, and retest
WARNING: To prevent personal injury or for leaks.
EGES-455
6 PERFORMANCE DIAGNOSTICS 125
Table of Contents
Diagnostic Form EGED-460. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127

Diagnostics Form Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129

1. Initial Key On Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
2. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Fuel Quality Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Intake Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
3. Electronic Service Tool (EST) with ServiceMaxx™ software Connection. . . . . . . . . . . . . . . . . . . . . . .133
4. Check for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
5. KOER Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
6. Fuel Aeration Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
7. Engine Low Idle to High Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
8. Torque Converter Stall Test (Automatic Transmission Only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
9. ICP System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
10. KOER Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
11. Exhaust Back Pressure Valve Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
12. Turbocharger 2 Wastegate Control (TC2WC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Turbocharger 2 Wastegate Control Solenoid Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
Isolated Actuator Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
13. Oil Breather Separator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
14. Crankcase Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
15. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
16. Cylinder Cut Out Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
17. Road Test (Full load, Rated Speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .147
EGES-455
126 6 PERFORMANCE DIAGNOSTICS
EGES-455
Diagnostic Form EGED-460
Figure 93 Diagnostic Form EGED-460
The Performance Diagnostics Form directs results. If a problem was found and corrected, it is
technicians to systematically troubleshoot a not necessary to complete the remaining tests.
performance condition and avoid unnecessary
See appropriate section for Diagnostic Trouble Codes
repairs.
(DTCs) and engine specifications.
This Diagnostic Manual section shows detailed
Diagnostics Form EGED-460 is available in 50 sheet
instructions of the tests on the form. The manual
pads. To order technical service literature, contact
should be used with the form and referenced for
your International dealer.
supplemental test information. Use the form as a
worksheet to record test results.
Do all tests in sequence, unless otherwise stated.
Doing a test out of sequence can cause incorrect
EGES-455
Diagnostics Form Header Information
Enter Diagnostics Form Header Information • Unit No. (dealer’s quick reference number)
• Technician • Customer complaint (interview driver)
• Date
EGES-455
Required Test Procedures 1. Initial Key On Check
Purpose
Determine if the Engine Control Module (ECM) is
GOVERNMENT REGULATION: Engine powered up and if water is in the fuel supply.
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment. Tools
Handle all fluids and other contaminated
materials (e.g. filters, rags) in accordance • Electronic Service Tool (EST) with ServiceMaxx™
with applicable regulations. Recycle software
or dispose of engine fluids, filters, and • NAVCoM or NavLink interface Kit
other contaminated materials according to
applicable regulations. Note: Programming is only possible with the
NAVCoM cable.
Procedure
death, do not let engine fluids stay on your skin. 1. Turn ignition switch to ON, engine OFF. Check or
Clean skin and nails using hand cleaner and wash listen for the following:
with soap and water. Wash or discard clothing
• WAIT TO START lamp
and rags contaminated with engine fluids.
• WATER IN FUEL lamp (LCD display)
WARNING: To prevent personal injury or 2. Connect the Electronic Service Tool (EST)
death, shift transmission to park or neutral, set with ServiceMaxx™ software to the vehicle’s
parking brake, and block wheels before doing Diagnostic Connector.
WARNING: To prevent personal injury or • If unable to communicate with the ECM, see
death, do not smoke and keep fuel away from the ServiceMaxx™ Users Guide.
flames and sparks. • If unable to communicate and no problems
WARNING: To prevent personal injury or go to J1939 Data Link (page 390) in
death, provide proper ventilation when operating “ELECTRONIC CONTROL SYSTEM
an engine in a closed area. Inhalation of exhaust DIAGNOSTICS”.
gas can be fatal. • If communication was established, continue
Performance Specification Information See to the next step.
“APPENDIX A: PERFORMANCE SPECIFICATIONS” 4. Record results on the Diagnostic Form.
in this manual, or TSI to obtain the required
specification information: • If WATER IN FUEL lamp stays on, go to Fuel
Quality Check (page 131).
NOTE: Performance specifications are periodically
published in a Technical Service Information (TSI)
format to support new model year products. Check
service bulletin repository on ISIS for appropriate
model year application.
EGES-455
2. Visual Inspection 2. Use oil level gauge (dipstick) to verify engine oil
level.
Purpose
Check all fluid levels and inspect engine systems for
• If level is below specification, inspect for
problems (leaks, open connections, harness chaffing,
leaks, oil consumption, or improper servicing.
etc.).
If engine oil level is low, fill to specification.
Tools • If level is above specification, inspect for
improper servicing, coolant contamination,
None
or fuel dilution. If engine oil level is above
specification, drain to specification.
Engine Oil • If oil is contaminated, determine source of
1. Park vehicle on level ground and check oil level. contamination, repair as required. Replace oil
and filter after repair.
NOTE: API CJ-4 oils are recommended for high
speed diesel engines with advanced exhaust
aftertreatment systems that meet 2007 and Fuel Level
beyond on-highway exhaust emission standards.
flames and sparks.
2. Check instrument panel gauge and visually look
into fuel tank to verify fuel level.
• If gauge reads above empty, but tank is
empty, diagnose dash gauge. Verify sufficient
fuel level before diagnosing a pressure
problem.
• If fuel tank is empty, add fuel and prime fuel
system by cycling the ignition switch ON and
Figure 95 Lube oil requirements label OFF a few times.
NOTE: The electric fuel pump will run for 10
NOTE: Turn engine OFF. Wait 15 minutes for oil seconds. Wait 10 seconds between switch
level to stabilize. cycles.
EGES-455
Fuel Quality Check 1. Place clear diesel fuel container under fuel drain
valve.
Purpose
2. Open fuel drain valve, to fill container.
Tools ON to run the electric fuel pump. Electric fuel
pump will run for 10 seconds with ignition switch
• ZTSE4925 – Clean Fuel Supply
ON.
Procedure 3. Check for water, waxing, icing, sediment,
gasoline, or kerosene by shaking fuel sample
container and letting contents settle.
• Sediments will fall to the bottom of the fuel
sample container.
• Gasoline and kerosene will separate from the
diesel fuel.
• Waxing or icing will prevent diesel fuel from
flowing out of the fuel drain valve.
quality is satisfactory.
• If the fuel quality is satisfactory, continue to
next test.
NOTE: Instrument panel Water In Fuel (WIF) lamp
should cycle on, then off, if there is no water in the
system. Lamp will stay on if water is detected.
Figure 97 Fuel sample
EGES-455
Engine Coolant Level Electrical System

Inspect batteries and electrical system (engine and
WARNING: To prevent personal injury or vehicle) for poor or loose connections, corroded
death, make sure engine has cooled before terminals, or broken and damaged wires.
removing components.
• If electrical system problem is found, make
1. Park vehicle on level ground. necessary repairs.
2. Check coolant level as indicated on deaeration
tank level window.
Intake Air
CAUTION: Coolant in the Exhaust could damage
NOTE: Intake air restriction should be less than 172
the Diesel Particulate Filter (DPF). Inspect DPF
kPa (25 psi) at full rated speed.
for damage. See AFT System in “ELECTRONIC
CONTROL SYSTEMS DIAGNOSTICS” for inspection Inspect air filter gauge, located on air filter housing or
of the DPF. For coolant contamination, see Coolant on the dash panel.
System in “ENGINE SYMPTOMS DIAGNOSTICS”.
• If gauge indicates air filter requires replacement,
3. Record results on Diagnostic Form. verify there are no other restrictions in the air inlet
or filter housing before replacement of air filter.
• If level is above or below deaeration tank
fill level, inspect for leaks, coolant in the oil,
or coolant in the intake or exhaust. See
Exhaust System
the “ENGINE SYMPTOMS DIAGNOSTICS”
section and repair. Inspect exhaust system (engine and vehicle) for
damaged or plugged tailpipe.
• If level is at deaeration tank fill level, and no
tank contamination is evident, no action is • If exhaust system problem is found, make
required. necessary repairs.
• If coolant is contaminated, determine the
source, and repair as required. See “Engine
Operation and Maintenance Manual” for
coolant system requirements.
Charge Air Cooler (CAC) System

1. Inspect the CAC interstage cooler, and all piping
for leaks.
2. Inspect all CAC connections and clamps.
• If CAC system problem is found,
make necessary repairs. See Coolant
Over-Temperature – Charge Air Cooling
(page 88) in “ENGINE SYMPTOMS
DIAGNOSTICS”.
EGES-455
3. Electronic Service Tool (EST) with

ServiceMaxx™ software Connection
Purpose
To check ECM software, sensor signals, Diagnostic
Trouble Codes (DTCs) and to record additional
vehicle information on the diagnostic form.
Tools
software
NAVCoM cable.
Procedure
Figure 98 ServiceMaxx™ startup screen – vehicle connected
EGES-455
2. Connect the Electronic Service Tool (EST) • Injection Control Pressure (ICP)
with ServiceMaxx™ software to the vehicle’s
Diagnostic Connector.
• TC2 Turbine Outlet Pressure (TC2TOP)
the ServiceMaxx™ Users Guide. • Intake Manifold Pressure (IMP)
• If unable to communicate and no problems • Barometric Absolute Pressure (BARO)
• DPF Differential Pressure (DPFDP)
go to J1939 Data Link (page 390) in
“ELECTRONIC CONTROL SYSTEM 7. Cycle ignition switch OFF, then back ON while
DIAGNOSTICS”. monitoring FDP.
• If communication was established, continue •
to the next step.
4. Verify the following vehicle information 10 seconds unless engine speed is present. If
matches the ServiceMaxx™ software displayed electric fuel pump times out, wait 10 seconds
information and record on Diagnostic Form. between switch cycles to reset timer.
• Vehicle Identification Number (VIN) NOTE: The Fuel Delivery Pressure sensor is only
capable of measuring up to 517 kPa (75 psi) of
• Software Identification
pressure, even though fuel pressure normally
• Rated Horsepower (HP) operates at 621 kPa (90 psi).
• Engine Family Rating Code (EFRC) 8. Record results on the Diagnostic Form.
• Transmission • If Fuel Delivery Pressure (FDP) is below
517 kPa (75 psi), go to Fuel System (page
• Odometer (miles)
113) in “HARD START AND NO START
• Engine Hours DIAGNOSTICS”.
• Engine Serial Number (ESN) 9. Look for sensor values that are out of
NOTE: The engine serial number is located on the
cause the ECM to command lower then normal
right side of the crankcase, just above the oil filter
starting pressure on certain systems.
header. It is also on the engine emission label on
the valve cover. • If sensor is out of specification, go to
the suspect sensor in the “ELECTRONIC
(KOEO) temperature sensor values on the
Diagnostic Form.
NOTE: If ECT1 is below -1 °C (30 °F), verify Intake
(KOEO) position signal values on the Diagnostic
Air Heater is working before continuing. See Inlet
Form:
Air Heater (page 111) in “HARD START AND NO
START DIAGNOSTICS”. • Exhaust Gas Recirculation Valve Position
(EGRVP)
• Air Intake Temperature (AIT)
NOTE: The EGR Position signal displays duty
• Engine Coolant Temperature 1 (ECT1)
cycle and not actual valve position. EGR valve
• Engine Oil Temperature (EOT) closed is 35%, and valve open is 90%.
6. Record the following KOEO pressure and flow • Engine Throttle Valve (ETV)
sensor values on the Diagnostic Form:
• Mass Air Flow (MAF)
EGES-455
11. Look for sensor values that are out of • NAVCoM or NAVLink Interface Kit
cause Air Management problems.
NAVCoM cable.
• If sensor is out of specification, go to
the suspect sensor in the “ELECTRONIC Procedure
12. Record DPF status on the Diagnostic Form.
• If DPF status is “Regen needed - critical
level”, disconnect exhaust system and see if
engine will start.
4. Check for DTCs

NOTE: 2010 model year vehicles no longer utilize
DTC identification by number. DTCs are now Figure 99 DTC window
identified using the Suspect Parameter Number 1. Suspect Parameter Number (SPN) column
(SPN) and Failure Mode Indicator (FMI) identifiers 2. Failure Mode Indicator (FMI) column
only. 3. Fault code column
• Suspect Parameter Number (SPN) – The SPN 4. Clear DTCs Type button
identifies the individual component causing the 5. Extended (Freeze Frame)
DTC.
• Failure Mode Indicator (FMI) – The FMI identifies NOTE: Click the extended button to receive a Freeze
the fault or condition affecting the individual Frame data of when the code was set.
component.
3. Record DTCs on the Diagnostics Form.
• Active DTCs are codes that are active now.
• Correct any active DTCs. See the
• Previously active DTCs are historical faults that “DIAGNOSTIC TROUBLE CODE INDEX”
may be caused by intermittent signals, or an (page 419).
operating condition which is not currently present.
• Investigate any previously active DTCs for
Purpose possible intermittent conditions.
Identify DTCs.
Tools
software
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5. KOER Standard Test 6. Fuel Aeration Check
Purpose Purpose
To validate the performance of the ICP system (if Check for aerated fuel.
equipped with an engine compression brake).
Tools
Tools
software • ZTSE4925 – Clean Fuel Supply
Procedure
• ZTSE4357 – Digital Multimeter
1. Connect the Fuel Pressure Gauge to the fuel test
port on the front of the intake manifold.
2. Route a clear and clean plastic hose from the fuel
pressure gauge into a clear and clean diesel fuel
container.
Procedure
1. Turn ignition switch to ON, engine OFF. 10 seconds unless engine speed is present. If
electric fuel pump times out, wait 10 seconds
between key cycles to reset timer.
ServiceMaxx™ software, run KOER Standard
Test. 4. Measure fuel pressure with Fuel Pressure Gauge
shut-off valve closed. Open the shut-off valve
NOTE: Engine Coolant Temperature must be above
momentarily to check for possible aeration.
70 °C (158 °F) to run this test.
5. Record result on diagnostic form.
3. Record results on diagnostic form.
If fuel pressure is below specification or aerated,
• If DTC is set, see the “DIAGNOSTIC TROUBLE
see Fuel System (page 113) in “HARD START
CODE INDEX” (page 419).
AND NO START DIAGNOSTICS”.
EGES-455
7. Engine Low Idle to High Idle • Injection Control Pressure (ICP)

Purpose
• Intake Manifold Pressure (IMP)
To validate engine performance throughout rpm
range.
WARNING: Set parking brake and apply the
Tools
service brake.
5. Press the record button and wait for five seconds,
software
then start engine.
6. Allow engine to idle for five seconds, then press
the accelerator pedal fully to the floor for 30
Procedure
seconds, then return to low idle.
7. Review results with APP at 99.6%, record the
2. Using ServiceMaxx™ software, load the following results on the diagnostic form.
Performance session.
• If FDP is below 517 kPa (75 psi), see Fuel
3. Monitor Accelerator Pedal Position (APP) signal System (page 113) in “HARD START AND NO
and press the accelerator pedal fully to the floor. START DIAGNOSTICS”.
• If APP signal does not go from 0% to • If engine does not accelerate smoothly, feels
99.6%, see APP Sensor (page 223) unbalanced, (not running on all cylinders),
in “ELECTRONIC CONTROL SYSTEM perform Fuel Aeration Check (page 136),
DIAGNOSTICS”. Relative Compression Test (page 145), and
Cylinder Cut Out Test (page 146).
• If APP signal does go from 0% to 99.6%, go
to next step. • If DPFDP is above kPa 14 (2 psi), go to
AFT System (page 194) in “ELECTRONIC
• If ICP is below specification, go to ICP System
Test (page 138).
• If EBP is above specification, remove
turbocharger intake tube and inspect for
turbocharger damage.
• If IMP is below specification, check for
Charge Air Cooler (CAC) and tubing leaks
and perform the Crankcase Pressure Test
(page 143).
Figure 100 Signal monitoring example
4. Monitor the following signals:

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8. Torque Converter Stall Test (Automatic • If stall RPM and amount of time is within
Transmission Only) specification, there is no power performance
issue.
Purpose
8. Review recorded results at full engine load.
To validate engine performance under load
• If FDP is below 517 kPa (75 psi), go to Fuel
conditions, see “APPENDIX A: PERFORMANCE
System (page 113) in “HARD START AND NO
SPECIFICATIONS”.
START DIAGNOSTICS”.
Tools
• If engine does not accelerate smoothly, feels
• Electronic Service Tool (EST) with ServiceMaxx™ unbalanced, (not running on all cylinders),
software performFuel Aeration Test (page 136),
Relative Compression Test (page 145), and
Procedure
1. Turn ignition switch to ON, engine OFF. 9. ICP System Test
Purpose
ServiceMaxx™ software, load the Performance
session. To verify the ICP system is providing a stable pressure
to operate the injectors.
3. Start engine.
Tools
4. Set parking brake and apply service brake.
5. Press the record button.
software
6. Push the accelerator firmly to the floor, and
measure the time how long it takes to reach
maximum RPM.
Procedure
NOTE: Engine should be at operating temperature
before running this test.
2. Using ServiceMaxx™ software, load the
3. Start engine and monitor the Injection Control
Pressure (ICP) signal.
4. Lightly wiggle the IPR connector.
If engine stumbles, repair IPR connection.
Figure 101 Signal monitoring example
5. Press the accelerator pedal fully to the floor and
hold for 30 seconds while monitoring ICP.
7. Record stall RPM and the amount of time on the
If ICP signal looks unstable surge greater then
diagnostic form.
6895 kPa (1000 psi) continue to next step
• If stall RPM or amount of time is below
specification, go to the next test.
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10. KOER Air Management Test
Purpose
Validate the performance of the EGR valve by
monitoring the MAF signal.
Tools
software
Procedure
Figure 102 UVC gray connector 1. Turn ignition switch to ON, engine OFF.
ServiceMaxx™ software, run KOER Air
6. Disconnect UVC gray connector 1. Management Test.
NOTE: This test will set an ICP Diagnostic Trouble NOTE: KOER Standard Test must be run before
Code (DTC). Ignore DTC and clear after the test running KOER Air Management Test.
is complete.
7. Press the accelerator pedal fully to the floor and
hold 30 seconds. • If DTC is set, see the “DIAGNOSTIC
TROUBLE CODE INDEX” (page 419).
• If engine surge is as bad as before
disconnecting sensor, replace IPR valve.
• If engine runs smooth with no surge, replace
the ICP sensor.
EGES-455
11. Exhaust Back Pressure Valve Test
Purpose
To verify that the Exhaust Back Pressure Valve
(EBPV) is working properly, see “APPENDIX A:
PERFORMANCE SPECIFICATIONS”.
Tools
software
• NAVCoM or NAVLink Interface Kit Figure 103 Exhaust Back Pressure Valve
open/off
Procedure
WARNING: To prevent personal injury or 4. Disconnect air supply to actuator.

death, read all safety instructions in the “Safety NOTE: The following procedure requires vehicle
Information” section of this manual. air system pressure above 620 kPa (90 PSI) prior
1. Turn ignition switch to ON, engine OFF. to Output State Test High and Low.
2. Using Electronic Service Tool (EST) with 5. Run KOEO Output State Test High and Low, while
ServiceMaxx™ software, run the KOEO Output listening for air leaking through loose line.
State Test High and Low. • If air leak cannot be heard, go to EBPV (page
NOTE: KOEO Standard Test must be run before 269) in “ELECTRONIC CONTROL SYSTEM
running the KOEO Output State tests. DIAGNOSTICS”.
NOTE: The EBPV operates off of the vehicle air tank. • If air leak can be heard when cycled high,
Verify air tanks are full before running this test. disconnect linkage to verify if valve or actuator
is at fault.
3. Visually inspect for valve movement.
• Repair as needed, repeat test to verify
• If the EBPV does not cycle open and closed, repairs.
• If the EBPV cycles open and closed, the valve
is working correctly.
EGES-455
12. Turbocharger 2 Wastegate Control (TC2WC) 1. Using the Pressure Test Kit air regulator, connect
regulated air to the wastegate supply hose located
Purpose next to the Engine Throttle Valve (ETV).
Verify the turbocharger wastegate is operating 2. Mark the actuator rod at the base of the actuator.
properly.
Tools
software
• Measurement tool (ruler)
Operational Test

death, wear safety glasses with side shields. Figure 105 Turbocharger actuator rod mark
during test
Procedure
3. Apply 148.2 kPa (21.5 psi) of regulated pressure
and measure actuator rod movement.
4. Record results on the diagnostic form.
• If actuator rod travel is within specification,
go to Turbocharger 2 Wastegate Control
Solenoid Test.
• If actuator rod does not move, or actuator rod
travel is not within specification, go to Isolated
Actuator Test (page 142).
NOTE: The turbocharger wastegate actuator rod
should move “Full Travel” and stop at a seated
position without sticking or shuttering. Measure
Figure 104 Pressure Test Gauge connected to rod movement and compare to “APPENDIX A:
the air supply PERFORMANCE SPECIFICATIONS”.
EGES-455
Turbocharger 2 Wastegate Control Solenoid Test

Procedure death, wear safety glasses with side shields.
1. Previous setup is connected to the wastegate
supply hose. Solenoid operation will have no WARNING: To prevent personal injury or
influence when output test is run: Pressure Test death, shift transmission to park or neutral, set
Kit regulator to the wastegate control solenoid parking brake, and block wheels before doing
supply hose with 148.2 kPa (21.5 psi) applied. diagnostic or service procedures.
2. Turn ignition switch to ON, engine OFF. 1. Using the Pressure Test Kit air regulator,
connect regulated air directly to the turbocharger
3. Start ServiceMaxx™ software. wastegate actuator.
4. Run KOEO Output State tests High and Low. 2. Apply 148.2 kPa (21.5 psi) of regulated air
5. Record results on the diagnostic form. pressure and measure wastegate actuator rod
movement.
• If actuator does not move, see TC2WC (page
401) in “ELECTRONIC CONTROL SYSTEM 3. Record results on the diagnostic form.
DIAGNOSTICS”. • If the actuator rod moves and stops within
• If actuator cycles open and closed during the specification, repair leaking supply line and/or
output states test High and Low, turbo control leaking solenoid.
is working correctly. • If actuator rod does not move, verify
wastegate actuator is not sticking by
proceeding to next step.
Isolated Actuator Test
Procedure
Figure 107 Actuator rod removed

Figure 106 Pressure Test Kit connected to the
turbocharger wastegate actuator
NOTE: When checking wastegate movement, mark
the inner nut so the wastegate lever can be reinstalled
in the same position.
EGES-455
4. Remove the actuator rod from the turbocharger 14. Crankcase Pressure Test
wastegate arm, following the procedures in the
Engine Service Manual. Check the turbocharger Purpose
wastegate valve by hand.
Determine if engine repair is required due to wear.
• If wastegate valve moves freely, replace Verify the operation of the air compressor. Check for
turbocharger wastegate actuator. worn or damaged parts.
• If wastegate valve does not move freely, Tools
replace turbocharger.
• ZTSE4039 – Crankcase Pressure Test Tool
• ZTSE2217A – Water Manometer
13. Oil Breather Separator Test
• ZTSE2217 – Digital Manometer – Alternative to
Water Manometer
Purpose
• Standard shop bolt to plug intake tube
To verify the oil separator is functioning properly.
Tools Procedure
• ZTSE4000 – Ultrasonic Ear NOTE: Ensure engine is at normal operating
temperature of 70 °C (158 °F) and oil level is in
Procedure specification, before performing this test.
1. Verify the Crankcase breather is functioning
WARNING: To prevent personal injury or properly before running this test by performing
death, make sure the parking brake is set, the the Oil Breather Separator Test (page 143).
transmission is in neutral or park, and the wheels
are blocked when running the engine in the 2. Disconnect breather outlet tube at crankcase
service bay. breather.
NOTE: Ensure engine is at normal operating 3. Block off breather outlet tube using standard shop
temperature of 70 °C (158 °F) and oil level is in bolt, to prevent dirt ingestion.
specification, before performing this test. 4. Connect Crankcase Pressure Test Tool to the
1. Start engine. breather elbow.
2. Place the Ultrasonic Ear near the Oil Separator

housing.
3. Shut off engine and quickly monitor for centrifugal
noise.
NOTE: The centrifuge will continue spinning for
15 seconds after the engine is shut off.
• If the centrifuge noise is not heard, go to
Engine Service Manual for removal and
replacement procedures.
EGES-455
7. Record crankcase pressure on diagnostic form.

• If pressure is above specification, continue to
next step.
• If pressure is in specification, no repair is
required.
Figure 108 Crankcase Pressure Test Adapter

installed
1. Breather elbow
2. Digital Manometer
3. Crankcase breather outlet tube
4. Crankcase Pressure Test Tool
Figure 109 Air compressor discharge port

5. Connect Manometer to Crankcase Pressure Test
Adapter.
8. If engine has an air compressor, remove
discharge line and test again.
death, when routing test line, do not crimp line, • If pressure is above specification, go to the
run line too close to moving parts, or let line touch next step, Relative Compression test, to
hot engine. Secure the gauge and test line to not pinpoint suspect cylinder.
obstruct vehicle operation. • If pressure is within specification,
compressed air was leaking into the
WARNING: To prevent personal injury or crankcase. Repair or replace air compressor.
death, shift transmission to park or neutral, set See Engine Service Manual in the Air
parking brake, and block wheels before doing Compressor and Power Steering sections.
6. Start engine, press the accelerator pedal fully to
the floor. Allow the manometer reading to stabilize
before taking the pressure reading.
EGES-455
15. Relative Compression Test
Purpose
To verify all cylinders have good compression.
NOTE: This test will validate cylinder balance. If
cylinders are out of balance, this is mechanical
problem and not an injector problem.
Tools
software
Procedure Figure 110 Electronic Service Tool (EST) with

ServiceMaxx™ software Display

death, read all safety instructions in the “Safety Relative Compression Test Interpretation
Information” section of this manual.
This test determines cylinder integrity. The Engine
NOTE: Use a battery charger when performing Control Module (ECM) measures the time it
this test. It’s important that cranking rpm remains takes for each piston to travel upward during the
consistent throughout test. compression stroke. Timing is based on information
1. Turn ignition switch to ON, engine OFF. from the Camshaft Position (CMP) sensor and
Crankshaft Position (CKP) sensor. A cylinder with low
2. Using ServiceMaxx™ software, run Relative compression allows the piston to travel faster during
Compression Test. the compression stroke.
3. Follow the on-screen instructions. The test results are displayed by either numerical
4. Record results on diagnostic form. text or graphical display. Assuming there are no
mechanical problems with the engine, the numbers or
If one cylinders Compression RPM is significantly graphs displayed should be approximately the same
different than the others, the cylinder is suspect value or height. A smaller number or lower level
for compression loss. graph would indicate a problem with that particular
cylinder.
Possible Causes
• Valves out of adjustment
• Valve train damage
• Worn or broken piston rings
• Excessive cylinder wall wear
• Damaged piston
• Bent rod
EGES-455
16. Cylinder Cut Out Test 2. Using ServiceMaxx™ software, run the Cylinder
Cut Out Test.
Purpose
3. Follow the on-screen instructions.
Determine the cause of rough engine idle or misfire.
4. Listen to tone changes from cylinder to cylinder.
Tools NOTE: This test is only meant to identify a suspect
cylinder due to an Injector.
software
Possible Causes
• Open or shorted injector wiring (must be
accompanied by DTC)
• Scuffed or failed injector
• Power cylinder problem (must be accompanied by
failed RCT results)
Procedure
NOTE: Steps taken before running this test:
• Run Relative Compression Test before running
this test. If the Relative Compression Test results Figure 111 Cylinder Cut Out Test
display low balanced cylinder(s) there is no need
to run this test. Repair the mechanical problem.
• Verify the Fuel System pressure is not below
specification and the fuel is not aerated. • If the test does not identify a suspect cylinder, no
action is required.
• Verify the fuel meets all the specifications of
ASTM D975 standard (current year revision), • If Cylinder Cutout Test identifies a suspect
including the EPA specification for sulfur content cylinder and Relative Compression Test does not,
(0.0015% mass or 15 ppm maximum). replace failed injector. See Injector Replacement
in the Engine Service Manual.
1. Start the engine.
EGES-455
17. Road Test (Full load, Rated Speed) 5. When road test is complete, stop recording.
6. Review recorded results at 100 percent engine
Purpose
load at the rated speed specified in the
Check for unacceptable engine performance at full Performance Specifications.
load and rated speed by means of maximum boost,
• If FDP is below 517 kPa (75 psi), see Fuel
minimum fuel pressure, and minimum Injection
System (page 113) in “HARD START AND NO
Control Pressure (ICP)
START DIAGNOSTICS”.
Tools
• If engine does not accelerate smoothly, feels
• Electronic Service Tool (EST) with ServiceMaxx™ unbalanced, (not running on all cylinders),
software perform Fuel Aeration Test (page 136),
Relative Compression Test (page 145), and
WARNING: To prevent personal injury or • If DPFDP is above kPa 14 (2 psi), go to

death, read all safety instructions in the “Safety AFT System (Aftertreatment) (page 194)
Information” section of this manual. in “ELECTRONIC CONTROL SYSTEM
DIAGNOSTICS”.
• If ICP is below specification, go to ICP System
2. Using ServiceMaxx™ software, load the Test (page 138).
• If EBP is above specification, remove
3. Start engine. turbocharger intake tube and inspect for
4. Find an open stretch of road. Start recording. turbocharger damage.
When driving conditions are safe, select a suitable • If IMP is below specification, check for
gear, press the accelerator pedal fully to the floor, exhaust or intake restriction, wastegate
and accelerate to rated speed at 100 percent load. system faults, engine brake faults, fueling
issues, turbo issues, air cleaner issues, or
ETV faults. Perform the Crankcase Pressure
Test (page 143).
Figure 112 Performance Diagnostics
EGES-455
EGES-455
7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 149
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153
Section Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153
Electronic Control System Diagnostics Form EGED-495. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154

Diagnostic Form Example. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Sensor and Actuator Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155

Engine Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155
Vehicle Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
Diagnostic Procedure Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160

Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
Diagnostics with EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
Diagnostics without EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
Sensor End Diagnostics (with ServiceMaxx™ software). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161
Sensor End Diagnostics (2-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161
Sensor End Diagnostics (3-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163
Pin-point Diagnostics (without ServiceMaxx™ software). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166
Actuator Operational Voltage Check – Output State Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166
Harness Resistance Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .167
Operational Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168
Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169

ACT PWR Relay (Actuator Power). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169
ACT PWR Relay Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
ACT PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172
ACM Power (Aftertreatment Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
ACM PWR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .174
ACM VREF Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177
ACM VREF Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
AFTFD (aftertreatment Fuel Doser). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180
AFTFD Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .182
Aftertreatment Fuel Inlet Sensor (AFTFIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .184
AFTFIS Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185
AFTFIS Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186
AFTFIS Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
Aftertreatment Fuel Pressure 2 Sensor (AFTFP2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188
AFTFP2 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189
AFTFP2 Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190
AFTFP2 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190
Aftertreatment Fuel Shuttoff Valve (AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .191
AFTFSV Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192
AFT System (Aftertreatment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
AFT System Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200
Regen Inhibitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
Entry Conditions for a Rolling Regen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202
EGES-455
150 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
DPF Filter Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204

Regen Inhibitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206
Parked Regen Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .207
DPF Filter Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209
AMS (Air Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .217
AMS Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218
APP Sensor (Accelerator Pedal Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .223
APP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224
APP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227
APP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
ATA Datalink (American Trucking Association). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229
ATA Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
ATA Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231
CCS (Cruise Control System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232
CCS Pin-point Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233
CKP Sensor (Crankshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .235
CKP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236
CKP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .237
CMP Sensor (Camshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238
CMP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239
CMP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .241
Cylinder Balance Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .241
Cylinder Balance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
DOCIT Sensor (Diesel Oxidation Catalyst Inlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
DOCIT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .246
DOCIT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248
DOCIT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248
DPFDP Sensor (Diesel Particulate Filter Differential Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
DPFDP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251
DPFDP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254
DPFDP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254
DPFIT Sensor (Diesel Particulate Filter Inlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255
DPFIT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
DPFIT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259
DPFIT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259
DPFOT Sensor (Diesel Particulate Filter Outlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
DPFOT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .262
DPFOT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264
DPFOT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264
EBP Sensor (Exhaust Back Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265
EBP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .266
EBP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .268
EBP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
EBPV (Exhaust Back Pressure Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269
EBPV Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .270
EBPV Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271
ECB Valve (Engine Compression Brake). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272
ECB Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .273
ECB Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275
ECBP Sensor (Engine Compression Brake Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .276
EGES-455
ECBP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .277

ECBP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .279
ECBP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .280
ECI Circuit (Engine Crank Inhibit). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281
ECI Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282
ECI Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .285
ECL Switch (Engine Coolant Level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
ECL Switch Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287
ECL Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288
ECM PWR (Engine Control Module Power). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289
ECM PWR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .290
ECM PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292
ECM Self Diagnostics (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293
ECM Self Diagnostic DTC’s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .294
ECT1 Sensor (Engine Coolant Temperature 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .295
ECT1 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297
ECT1 Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
ECT1 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
EFC (Engine Fan Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .300
EFC Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .301
EFC Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .303
EGR Actuator (Exhaust Gas Recirculation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304
EGR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .305
EGR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307
EGT Sensor (Exhaust Gas Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .308
EGT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310
EGT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .311
EGT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
EOP Sensor (Engine Oil Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .313
EOP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .314
EOP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315
EOP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .316
EOT Sensor (Engine Oil Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317
EOT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318
EOT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .321
EOT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
ETV (Engine Throttle Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .322
ETV Actuator End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .324
ETV Actuator Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326
EWPS (Engine Warning and Protection System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .329
EWPS Programmable Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331
FDP Sensor (Fuel Delivery Pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .334
FDP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .335
FDP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338
FDP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338
FPC (Fuel Pump Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339
FPC Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .341
FPC Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .344
IAH System (Inlet Air Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345
IAH Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .346
IAH Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348
EGES-455
ICP Sensor (Injection Control Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .349

ICP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .350
ICP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .352
ICP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .353
ICP System (Injection Control Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354
ICP System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .356
ICP System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358
IMP Sensor (Intake Manifold Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360
IMP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .362
IMP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364
IMP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364
IMT Sensor (Intake Manifold Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .365
IMT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366
IMT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .368
IMT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .368
Injector Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .369
Injector 1 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .371
Injector 2 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373
Injector 3 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .375
Injector 4 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .377
Injector 5 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379
Injector 6 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .381
Injector Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383
IPR (Injection Pressure Regulator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .384
IPR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
IPR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
IST System (Idle Shutdown Timer). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
J1939 Data Link. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
J1939 Data Link Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
J1939 Data Link Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
MAF Sensor (Mass Air Flow)/Air Intake Temperature Sensor (AIT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .394
MAF/AIT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
MAF Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
MAF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400
TC2WC Solenoid (Turbocharger 2 Wastegate Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401
Service Interval Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402
TC2WC Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403
TC2WC Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .404
VREF (Reference Voltage). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405
VREF Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .407
VREF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .412
WIF Sensor (Water In Fuel). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .413
WIF Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414
WIF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .416
EGES-455
Description • Component location

Section Information • Diagnostic tool list
All electrical faults in the engine control system can • Sensor End Diagnostics (with ServiceMaxx™
be diagnosed in this section. All components are software)
divided into separate test procedures and contain the
• Pin-point Diagnostics (without ServiceMaxx™
following information:
software)
• DTC with possible cause
• Harness resistance check
• Circuit diagram
• Operational voltage check (most components)
• Component function
• Circuit operation
EGES-455
Electronic Control System

Diagnostics Form EGED-495
Diagnostic Form Example
Figure 113 Diagnostic form (front side)
Engine diagnostic form EGED-495 assists technicians and vehicle side. The back side of the form consists
in troubleshooting MaxxForce® diesel engines. of signal values. For a detailed description of vehicle
Diagnostic schematics and signal values help circuits, circuit numbers, or connector and fuse
technicians find problems to avoid unnecessary locations, see truck Chassis Electrical Circuit Diagram
repairs. Manual and Electrical System Troubleshooting Guide.
The front side of the Electronic Control Systems Diagnostic Form EGED-495 is available in 50-sheet
Diagnostics form consists of a circuit diagram for pads. To order technical service literature, contact
electrical components mounted on the engine side your International dealer.
EGES-455
Sensor and Actuator Locations

Engine Mounted Components
Figure 114 Component location – top

1. Engine Coolant Temperature 1 3. Injection Control Pressure (ICP) 5. Engine Oil Temperature (EOT)
(ECT1) sensor sensor (under valve cover) sensor
2. Engine Compression Brake 4. Engine Compression Brake
(ECB) (under valve cover) valve Pressure (ECBP) (under valve
cover) sensor
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Figure 115 Component location – front

1. Turbocharger 2 Wastegate 2. Crankshaft Position (CKP)
Control (TC2WC) solenoid sensor
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Figure 116 Component location – right

1. Exhaust Back Pressure Valve 2. Exhaust Back Pressure (EBP)
(EBPV) sensor
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Figure 117 Component location – left

1. Fuel Pump 6. Inlet Air Heater (IAH) relay 12. Injection Pressure Regulator
2. Intake Manifold Pressure (IMP) 7. 24-Pin Truck Interconnect (IPR)
sensor 8. Camshaft Position (CMP) sensor 13. Fuel Heater
3. Intake Manifold Temperature 9. Engine Control Module (ECM) 14. Engine Oil Temperature (EOT)
(IMT) sensor 10. Engine Oil Pressure (EOP) sensor
4. Engine Throttle Valve (ETV) sensor 15. Water In Fuel (WIF) sensor
5. Exhaust Gas Recirculation Valve 11. Fuel Delivery Pressure (FDP)
(EGRV) sensor
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Figure 118 Component location – rear

1. Down Stream Injection (DSI)
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Vehicle Mounted Components Pin-grip Inspection
Figure 119 Accelerator Pedal Position (APP)

Figure 120 Pin grip check
The APP is mounted on the accelerator pedal.
1. Disconnect the harness connector from the
sensor or actuator.
Diagnostic Procedure Process 2. Inspect for corrosion, bent pins, spread pins,
or conditions that could cause a loose or
Description intermittent connection.
The test procedures in this section are based on 3. Check the pin grip in the female pin by
the assumption there is a DTC or problem with the inserting the correct tool from Terminal Test
component being tested. Kit.
Do checks in sequence unless directed otherwise. If
a test point is out of specification, the comment area
will direct the technician to the possible cause or to Diagnostics with EST
another test point. It is not necessary to complete all Sensors can be diagnosed quickly using an Electronic
the test points, unless additional assistance is needed Service Tool (EST) with ServiceMaxx™ software. The
to Pin-point the fault. tool monitors sensor signals back to the ECM while
testing the sensor’s harness connection. Start this
procedure with Sensor End Diagnostics.
Actuators can be diagnosed using ServiceMaxx™
software to command Output State test (high or low)
while measuring voltage at the actuator’s harness
connection.
Diagnostics without EST

Sensors can also be diagnosed using only a Digital
Multimeter (DMM). Start this test procedure with
Pin-point Diagnostics.
EGES-455
Sensor End Diagnostics (with ServiceMaxx™ 5. Monitor the sensor voltage and verify an active
software) DTC is present.
Sensor End Diagnostics (2-Wire) NOTE: If sensor signal circuit is shorted or open,
the signal value will read NA or Error.
1. Connect the EST to the Diagnostic Connector.
• If the code is inactive, monitor the signal
2. Turn ignition switch ON, engine OFF.
while wiggling the connector and all wires at
3. Start ServiceMaxx™ software. suspected locations.
4. Open the Continuous Monitor session. This If the circuit is interrupted, the signal will spike.
session lists all engine sensors. Isolate the fault and repair.
• If the code is active, continue to the next step.
6. Disconnect sensor. Inspect the connector for
damaged pins. Repair as necessary.
Figure 121 Sensor voltage
EGES-455
Example
Connect breakout harness, leave sensor disconnected. Verify specified DTC goes active when fault
is induced.
Test Point Spec Comment
EST – Check DTC SPN 175 If SPN 175 FMI 4 is active, check EOT signal for short to
FMI 3 GND. Do Harness Resistance Check.
• If specified DTC does not go active, repair short

to Ground (GND) on the sensor signal circuit.
Do Harness Resistance Check if additional
assistance is needed in diagnosing fault.
• If specified DTC goes active, continue to next test
point.
7. Short 3-Banana Plug Harness across the sensor
signal circuit and engine GND.
8. The specified DTC should go active, unless the
sensor signal circuit is open.
Example
EST – Check DTC SPN 175 If SPN 175 FMI 3 is active, check EOT signal circuit
FMI 4 for OPEN. Do Harness Resistance Check.
Short 3-Banana Plug Harness
across 2 and GND
• If specified DTC does not go active, repair 9. Short 3-Banana Plug Harness across the sensor
open in sensor signal circuit. Do Harness signal circuit and Signal Ground (SIG GND)
Resistance Check if additional assistance is circuit.
needed in diagnosing fault.
• If specified DTC goes active, continue to next SIG GND circuit is open.
test point.
EGES-455
Example
EST – Check DTC SPN 175 If DTC is not active, check SIG GND for OPEN. Do
FMI 3 Harness Resistance Check.
across 1 and 2
• If corresponding DTC does not go active,

repair open in SIG GND circuit. Do Harness
Resistance Check if additional assistance is
• If within specification, and both circuits tested
acceptable, continue to the last step.
11. Connect the sensor and clear the DTC’s, start
the engine, and cycle the accelerator pedal a few
times. If the active code remains, the sensor must
be at fault. Replace the failed sensor.
Example
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
Sensor End Diagnostics (3-Wire) 5. Monitor the sensor voltage and verify that an
active DTC is present.
NOTE: If sensor signal circuit is shorted or open,
the signal value will read NA or Error.
3. Start ServiceMaxx™ software.
• If the code is inactive, monitor the signal
4. Run Continuous Monitor session. (This session while wiggling the connector and all wires at
lists all engine sensors.) suspected locations.
If the circuit is interrupted, the signal will spike.
Isolate the fault and repair.
• If the code is active, continue to the next step.
6. Disconnect the sensor. Inspect the connector for
Figure 122 Sensor voltage
EGES-455
Example
EST – Check DTC SPN 102 If SPN 102 FMI 3 is active, check IMP signal for short
FMI 4 to Power (PWR)
• If specified DTC does not go active, repair short

to voltage on sensor signal circuit.
• If specified DTC goes active, continue to next test
point.
7. Use a DMM to measure voltage on the Reference
Voltage (VREF) circuit. Voltage should read 5
volts, unless VREF is open or shorted to GND,
or a voltage is greater than VREF.
Example
DMM – Measure volts 5V If > 5.5 V, check VREF for short to PWR.
2 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check.
• If not within specification, repair open or short 8. Short 3-Banana Plug Harness across VREF and
in VREF circuit. Do Harness Resistance the sensor signal circuit.
Check if additional assistance is needed in
diagnosing fault.
sensor signal circuit is open.
• If within specification, continue to the next test
point.
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Example
EST – Check DTC SPN 102 If SPN 102 FMI 4 is active, check IMP signal for
FMI 3 OPEN or short to GND. Do Harness Resistance
Short breakout harness across 2
Check.
and 3
• If specified DTC does not go active, repair

open in sensor signal circuit. Do Harness
Resistance Check if additional assistance is
• If specified DTC goes active, continue to the
next test point.
10. Use a DMM to measure resistance on the SIG
GND circuit to ground. Resistance should read
less than 5 ohm, unless the SIG GND is open.
Example
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check.
1 to GND
• If not within specification, repair open in the

SIG GND circuit. Do Harness Resistance
Check if additional assistance is needed in
diagnosing fault.
• If within specification, and all three circuits
tested acceptable, continue to the last step.
11. Connect the sensor and clear the DTC’s. If the
active code remains, the sensor must be at fault.
Replace the failed sensor.
Example
EGES-455
Pin-point Diagnostics (without ServiceMaxx™

software)
1. Connect breakout harness to the engine harness.
Leave sensor disconnected.
3. Use a DMM to measure voltage on each circuit to
engine ground.
Example
C to GND 5V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Do Harness
Resistance Check.
• If the circuit is not within specification, the 2. Connect breakout harness between engine
comment area will list possible cause or harness and actuator.
direct the technician to the next test point.
Do Harness Resistance Check if additional
assistance is needed in diagnosing fault. 4. Turn ignition switch ON, engine OFF.
• If the circuit is within specification, continue to 5. Start ServiceMaxx™software.
the next test point.
6. Open the Output State session. This session
allows the technician to monitor the state of all
Actuator Operational Voltage Check – Output engine actuators.
State Test
7. Run the Output State test (high or low) or Glow
This test will allow the technician to take voltage Plug / IAH test.
measurements on actuators commanded high or low.
8. Use a DMM to measure voltage on each circuit to
1. Disconnect actuator. Inspect connector for engine ground.
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Example
Test Point Test Spec Comment
A to GND Key ON-Engine B+ If < B+, check for OPEN circuit.
OFF (KOEO)
B to GND Key ON-Engine B+
If < B+, check actuator coil for OPEN.
OFF (KOEO)
B to GND Output State HIGH B+ If < B+, check actuator control circuit for short to
GND.
B to GND Output State LOW 7.5 V If > 7.5 V, check actuator control circuit for OPEN or
short to PWR or failed across coil.
• If any circuit is not within specification, the

comment area will list possible cause or direct
the technician to the next test point.
• If all circuits are within specification, the
actuator may not be operating mechanically.
Harness Resistance Check

Complete Sensor End Diagnostics or Pin-point
Diagnostics tests before using this procedure.
Resistance cannot be measured on a circuit if
voltage is present. Isolate circuit from voltage before
continuing.
1. Turn ignition switch to OFF or disconnect
batteries.

or death, always disconnect main negative
battery cable first. Always connect the main
negative battery cable last.
2. Connect breakout box and breakout harness
to vehicle or engine harness. Leave ECM and
sensor or actuator disconnected.
3. Use a DMM to measure resistance on each circuit
from point to point, then to engine ground.
Example
E-66 to 2 <5Ω If > 5 Ω, check EOT control circuit for OPEN.
E-66 to GND > 1 kΩ If < 1 kΩ, check EOT control circuit for short to GND.
• If the circuit is not within specification, the • If the circuit is within specification, continue to
comment area will list possible circuit faults. the next test point.
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Operational Voltage Check

This test shows what a normal sensor or actuator
should read at certain operating conditions. This test
is helpful in diagnosing in-range faults or intermittent
problems.
1. Connect breakout box or breakout harness
between ECM and the component being tested.
2. Turn ignition switch to ON.
3. Open Continuous Monitor session or Output
State test session (dependent upon what is being
tested) using the ServiceMaxx™ software.
4. Run the Continuous Monitor test.
5. Verify actual sensor or actuator readings are
within specification.
Example
Test Point Condition DMM Signal Value
APP Foot off pedal 0.64 V ± 0.5 V 0%
A to GND or Pedal to floor 3.85 V ± 0.5 V 102%
C-48 to GND
APP2 Foot off pedal 0V 0V
D to GND or Pedal to floor B+ B+
C-33 to GND
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Circuit Diagnostics
ACT PWR Relay (Actuator Power)
SPN FMI Condition

None No engine actuator power supplied from
chassis harness to engine harness.
Figure 123 Function diagram for the ACT PWR
The function diagram for ACT PWR relay includes the ACT PWR Relay Location
following:
The ACT PWR relay is located in the engine harness,
• Engine Control Module (ECM) next to the ECM PWR relay.
with Barometric Absolute Pressure (BARO)
Tools
Internal Sensor
• Actuator Power (ACT PWR) Relay
software (page 432)
• Switched Battery (SWBAT)
• NAVCoM or NAVLink Interface Kit (page 433)
• Battery (B+)
• Digital Multimeter (DMM) (page 431)
• Fuse
• 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
• Engine 24–pin Connector
• Breakout Harness 4674 (ACT PWR) (page 434)
Function • Breakout Harness 6020 (24-Pin) (page 438)
The ACT PWR circuit supplies the engine mounted • International® Electronic Engine Terminal Test Kit
actuators with switched battery voltage. (page 432)
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ACT PWR Relay Pin-point Diagnostics
SPN FMI Condition Possible Causes

None No power supplied at engine 24-Pin • Power loss to ECM
connector.
• Blown fuse
• Poor electrical connections (ECM PWR, ECM
GND, or VIGN)
Figure 124 ACT PWR circuit diagram
1. Verify the ECM is powered by either cranking the 2. Disconnect the engine to vehicle 24-Pin
engine, starting the engine, or communication is connector.
established with the EST.
NOTE: Inspect connector for damaged pins,
• If the ECM is not powering up, see ECM PWR corrosion, or loose pins. Repair if necessary.
(page 289).
3. Go to Voltage Checks at 24-Pin Connector.
• If the ECM is powered, but there is no power
going to the 24-Pin connector, proceed to the
next step.
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Voltage Checks at 24-Pin Connector

CAUTION: To prevent engine damage, turn the ignition switch OFF before disconnecting 24-Pin connector.
Connect Breakout Harness 6020 to 24-Pin connector. Leave the engine harness disconnected. Turn
ignition switch to ON. Use DMM to measure voltage.
Test Point Spec Comment – < Less than, > Greater than
1 to GND B+ If < B+, check for OPEN ACT PWR circuit, blown fuse, OPEN MPR control
circuit, or failed relay. Do Voltage Checks at Relay.
1 to 12 B+ If < B+, check for OPEN ACT PWR GND circuit.
1 to 23 B+ If < B+, check for OPEN ACT GND circuit.
Voltage Checks at Relay

Connect Breakout Harness 4674 between relay and relay socket. Turn ignition switch to ON. Use DMM to
measure voltage.
86 to GND B+ If < B+, check power circuit to relay coil for OPEN or short to GND, or
blown fuse.
30 to GND B+ If < B+, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
85 to B+ B+ If < B+, check MPR control circuit for OPEN or short to PWR. Go to MPR
Resistance Check.
87 to GND B+ If < B+, replace relay.
If B+, check for OPEN circuit between relay and the 24-Pin connector.
Main Power Relay Control Circuit Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4674. Leave ECM, ECM
PWR, and ACT PWR relay disconnected. Use DMM to measure resistance.
C-70 to 85 <5Ω If > 5 Ω, check MPR control circuit for OPEN.
C-70 to GND > 1 kΩ If < 1 kΩ, check MPR control circuit for short to GND.
ACT PWR circuit to 24-Pin connector

Turn ignition switch to OFF. Connect 180-pin Breakout Box and Breakout Harness 6020. Leave ACT PWR
relay and Engine harness disconnected. Use DMM to measure resistance.
Relay pin 87 to <5Ω If > 5 Ω, check for OPEN circuit.
24-Pin 1
24-Pin 1 to GND > 1 kΩ If < 1 kΩ, check for OPEN circuit.
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ACT PWR Circuit Operation terminal through a fuse and relay contacts 30 and 87
to Pin 1 and Pin 3 on the 24-Pin connector.
The ACT PWR relay is controlled by the ECM, similar
to the way the ECM controls its other relays. When Pin 23 and Pin 12 on the 24-Pin connector are ACT
the ECM receives the VIGN signal from the ignition GND circuits.
switch, the ECM will enable the ECM relay and the
ACT PWR relay. Fault Detection / Management
The ECM receives SWBAT power at Pin C-45. This No DTC’s are set for ACT PWR circuit failure. If ACT
signals the ECM to provide a ground path from Pin PWR is lost, the EGR will set KOEO Standard Test
C-70 to 85 to switch the ACT PWR relay. Switching DTC’s.
the relay provides power from the battery positive
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ACM Power (Aftertreatment Control Module)
SPN FMI Condition

609 3 ACM Switched voltage too HIGH
609 4 ACM Switched voltage too LOW
609 12 ACM Internal chip Error
609 19 ACM not detected on J1939
1231 19 ACM Error – J1939 communication fault
Figure 125 Functional Diagram for ACM
The functional diagram for the ACM includes the Function

following:
The ACM controls the Downstream Injection (DSI)
• Engine Control Module (ECM) System during a DPF regeneration. The ECM
with Barometric Absolute Pressure (BARO) controls the monitoring and regeneration process in
Internal Sensor the aftertreatment system.
• Engine Lamp
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Component Location
The ACM is installed underneath the cab just below
the driver’s floorboard.
Tools
software (page 432)
• International® Electronic Engine Terminal Test Kit
(page 432)
ACM PWR Pin-point Diagnostics

609 3 ACM Switched voltage too HIGH • Jump start using more than system voltage
• Batteries wired incorrectly
609 4 ACM Switched voltage too LOW • Low discharge batteries
• Charging system failure
• High resistance in ACM powering circuits
609 12 ACM Internal chip Error • Internal ACM fault, replace module
609 19 ACM not detected on J1939 • J1939 circuit fault between ECM and ACM
• ACM power or ground circuit faults
• Failed ACM
1231 19 ACM Error - J1939 communication • ACM J1939 communication circuit fault
fault
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Figure 126 ACM PWR circuit diagram
ACM Power circuit checks

ACM disconnected. Turn ignition switch to ON. Use DMM to measure voltage.
C-52 to GND B+ If < B+, check for OPEN on SWBAT circuit or blown fuse.
C-1 to B+ B+ If < B+, check for OPEN in ACM ground circuit.
C-2 to B+ B+
C-3 to B+ B+
C-4 to B+ B+
C-5 to B+ B+
C-6 to GND B+ If < B+, check for OPEN in power circuit.
C-7 to GND B+
C-8 to GND B+
C-9 to GND B+
If measurements are within specifications, continue to J1939 Voltage Checks.
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J1939 Voltage Checks

ACM disconnected. Turn ignition switch to ON. Use DMM to measure voltage.
14 to GND 1 V to 4 V The sum of 14 to GND and 15 to GND should equal 4 V
to 5 V.
15 to GND 1 V to 4 V The sum of 15 to GND and 14 to GND should equal 4 V
to 5 V.
If measurements are within specifications, continue to J1939 Harness Resistance Check.
J1939 Harness Resistance Check

Breakout box connected to the ECM, leave ECM and ACM disconnected. Turn ignition switch to OFF. Use
DMM to measure resistance.
C-61 to 14 <5Ω If > 5 Ω, check for OPEN circuit.
C-62 to 15 <5Ω If > 5 Ω, check for OPEN circuit.
If ACM voltage checks and J1939 checks are all within specifications, replace the ACM module.
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ACM VREF Circuits
SPN FMI Condition

3512 14 ACM VREF 1 & 2 voltage deviation
Figure 127 Functional Diagram for ACM
The functional diagram for the ACM includes the Tools

following:
• Aftertreatment Control Module (ACM) software (page 432)
Function
The ACM supplies a 5-volt reference to the AFT Fuel
Pressure 1 and AFT Fuel Pressure 2 sensors. If this • Breakout Harness 6020 (24-Pin) (page 438)
circuit is shorted to power or ground, both sensors
become inoperative.
(page 432)
Component Location
The ACM is installed underneath cab just below the
driver’s floorboard.
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ACM VREF Circuit

3512 14 ACM VREF 1 and 2 voltage deviation • ACM VREF circuit short to PWR
• ACM VREF circuit short to GND
• Failed sensor causing short to GND on VREF
circuit
Figure 128 ACM PWR circuit diagram
Connector Voltage Check

Connect Breakout Harness 6020, disconnect AFTFIS and AFTFP2 sensors. Turn ignition switch to the ON
position. Use DMM to measure voltage.
Pin 8 to B+ 0V If > 0.25 V, check for short to PWR. Go to Harness
Resistance Check.
Pin 6 to GND 5 V ± 0.5 V If < B+, check SIG GND for OPEN circuit. Go to Harness
Resistance Check.
Pin 15 to GND 5 V ± 0.5 V If < 4.5 V, check for OPEN or short to GND. Go to Harness
Resistance Check.
Pin 16 to B+ 0V If < B+, check SIG GND for OPEN circuit. Go to Harness
Resistance Check.
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Turn ignition switch to OFF, disconnect 86-pin connector and AFTIS and AFTFP2 sensors. Use DMM to
measure resistance between ACM connector and sensor connectors.
AFTFIS
21 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
AFTFP2
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AFTFD (aftertreatment Fuel Doser)
SPN FMI Condition

3471 1 Fuel Pressure 1 below desired (Low
system pressure)
3471 7 AFT Fuel Doser valve not responding as
expected
3471 10 AFT Fuel Doser valve abnormal rate of
change
3479 3 AFT Fuel Doser Valve Short to PWR
3479 4 AFT Fuel Doser Valve Short to GND
Figure 129 Functional diagram for AFTFD
The functional diagram for the AFTFD includes the • Aftertreatment Fuel Doser (AFTFD)
following:
Function
Pressurized fuel is supplied to the AFTFD through
• Down Stream Injection (DSI) unit
the fuel filter housing assembly. When the conditions
• Aftertreatment Fuel Pressure 2 (AFTFP2) required for regeneration are met, the ACM sends
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voltage to the AFTFD to open and inject fuel into the

turbo exhaust pipe.
Component Location
The AFTFD is integrated into the Down Stream
Injection (DSI) unit located on the left side of the
engine, to the rear of fuel filter module.
Tools
software (page 432)
• Breakout Harness 4828 (AFTFD) (page 435)
(page 432)
Figure 130 AFTFD circuit diagram
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AFTFD Connector End Diagnostics

3471 1 Fuel Pressure 1 below desired (Low • Low Fuel Delivery Pressure
system pressure)
• Restricted Fuel Filter
• AFT Fuel Shutoff Valve failure
• Biased AFT Fuel Pressure 1 sensor or circuit
3471 7 AFT Fuel Doser valve not responding • Lower fuel delivery pressure.
as expected
• Restricted fuel filter.
• AFT Fuel Shutoff Valve failure.
3471 10 AFT Fuel Doser valve abnormal rate • AFT Fuel Doser failure
of change
3479 3 AFT Fuel Doser Valve Short to PWR • AFTFD circuit short to PWR
• Failed AFTFD
3479 4 AFT Fuel Doser Valve Short to GND • AFTFD circuit short to GND
• Failed AFTFD
NOTE: The KOEO Standard Test or KOEO Output

State HIGH or LOW does not cycle this actuator.
NOTE: The sensors connected to the Aftertreatment
Control Module (ACM) cannot be monitored using
ServiceMaxx™. If a DTC is set for this actuator, all
you can do is verify that there is not a circuit fault.
If circuits check out acceptable, then replace the
actuator.

Connect Breakout Harness 4828 to engine harness and leave AFTFD disconnected. Turn ignition switch
to ON. Use DMM to measure voltage.
1 to GND 6.0 V +/- 1.0 V If < 5.0 V, check for OPEN circuit or short to GND, go to
Harness Resistance Check (page 183).
If > 7.0 V, check for short to PWR, go to Harness Resistance
Check.
2 to B+ B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 183).
If measurements are within specifications, then replace the AFT Fuel Doser.
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Turn ignition switch to OFF. Connect Breakout Harness 4828 to engine harness and leave AFTFD and ACM
disconnected. Use DMM to measure resistance between AFTFD connector and ACM connector.
1 to GND > 1 kΩ If < 1k Ω, check for short to GND.
1 to Pin 10 <5Ω If > 5 Ω, check for OPEN circuit.
2 to Pin 30 <5Ω If > 5 Ω, check for OPEN circuit.
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Aftertreatment Fuel Inlet Sensor (AFTFIS)
SPN FMI Condition

3480 3 AFTFP1 signal Out of Range HIGH
3480 4 AFTFP1 signal Out of Range LOW
5456 3 AFTFT signal Out of Range HIGH
5456 4 AFTFT signal Out of Range LOW
Figure 131 Functional diagram for the AFTFIS sensor
The functional diagram for the AFTFIS includes the • Aftertreatment Fuel Temperature (AFTFT)
following:
• Aftertreatment Fuel Pressure 1 (AFTFP1)
• Aftertreatment Fuel Doser (AFTFD)
• J1939 Data Link
• Aftertreatment Fuel Shutoff Valve (AFTFSV)
• Aftertreatment Fuel Inlet Sensor (AFTFIS)
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Function
The AFTFIS is comprised of a fuel temperature and
fuel pressure sensor. The AFTFIS monitors fuel
pressure and fuel temperature in the aftertreatment
fuel system and provides a feedback signal to the
ACM.
Sensor Location
The AFTFIS is integrated into the Down Stream
software (page 432)
• Breakout Harness 6027 (AFTFIS) (page 439)
(page 432)
AFTFIS Sensor End Diagnostics

3480 3 AFTFP1 signal Out of Range HIGH • AFTFP1 signal circuit OPEN or short to PWR
• Failed AFTFIS
3480 4 AFTFP1 signal Out of Range LOW • AFTFP1 signal circuit short to GND
• Failed AFTFIS
5456 3 AFTFT signal Out of Range HIGH • AFTFT signal circuit OPEN or short to PWR
• Failed AFTFIS
5456 4 AFTFT signal Out of Range LOW • AFTFT signal circuit short to GND
• Failed AFTFIS
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Figure 132 AFTFIS circuit diagram

ServiceMaxx™. If a DTC is set for this sensor, all
you can do is verify that there is not a circuit fault. If
circuits are acceptable, replace the sensor.
AFTFIS Pin-Point Diagnostics

Connect Breakout Harness 6027. Leave sensor disconnected. Turn the ignition switch to ON. Use DMM to
measure voltage.
1 to B+ B+ If < B+, check SIG GND for OPEN circuit, go to Harness
Resistance Check.
2 to GND 4.8 V ± 1.0 V If < 3.8 V, check AFTFP1 for OPEN circuit, go to Harness
Resistance Check.
3 to GND 5.0 V ± 1.0 V If < 4.0 V, check VREF for OPEN circuit, go to Harness
Resistance Check.
4 to GND 4.4 V ± 1.0 V If < 3.4 V, check VREF for OPEN circuit, go to Harness
Resistance Check.
If circuit measurements are all within specification, then replace the sensor.
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Turn ignition switch to OFF. Connect Breakout Harness 6027. Leave ACM and AFTFIS disconnected. Use
DMM to measure resistance between AFTFIS connector and ACM connector.
1 to Pin 21 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to Pin 80 <5Ω If > 5 Ω, check AFTFP1 circuit for OPEN.
3 to Pin 23 <5Ω If > 5 Ω, check VREF signal circuit for OPEN.
4 to Pin 22 <5Ω If > 5 Ω, check AFTFT circuit for OPEN.
AFTFIS Circuit Operation connector and returns the variable voltage signal from
Pin 2 to Pin 80 of the 86-pin ACM connector.
The AFTFIS is a dual purpose sensor that monitors
both Aftertreatment Fuel Pressure 1 (AFTFP1) and
AFTFT Circuit Operation
Aftertreatment Fuel Temperature (AFTFT).
The AFTFT sensor is supplied with 5 volts at Pin 3
AFTFP1 Circuit Operation from Pin 23 of the 86-pin ACM connector. The sensor
is grounded at Pin 1 from Pin 21 of the 86-pin ACM
The AFTFP1 sensor is supplied with 5 volts at Pin 3
connector and returns the variable voltage signal from
from Pin 23 of the 86-pin ACM connector. The sensor
Pin 4 to Pin 22 of the 86-pin ACM connector.
is grounded at Pin 1 from Pin 21 of the 86-pin ACM
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Aftertreatment Fuel Pressure 2 Sensor (AFTFP2)
SPN FMI Condition

4077 3 AFTFP2 signal Out of Range HIGH
4077 4 AFTFP2 signal Out of Range LOW
4077 10 AFTFP2 signal abnormal rate of change
Figure 133 Functional diagram for the AFTFP2 sensor
The functional diagram for the AFTFP2 sensor • Aftertreatment Fuel Shutoff Valve (AFTFSV)
includes the following:
Function
The AFTFP2 sensor monitors the fuel pressure in the
aftertreatment fuel system and provides a feedback
• AFTFP2 sensor signal to the ACM.
• Aftertreatment Fuel Doser (AFTFD)
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Sensor Location
The AFTFP2 sensor is integrated into the Down
Stream Injection (DSI) unit located on the left side of
the engine, to the rear of fuel filter module.
Tools
software (page 432)
• Breakout Harness 6027 (AFTFP2) (page 439)
(page 432)
AFTFP2 Sensor End Diagnostics

4077 3 AFTFP2 signal Out of Range HIGH • AFTFP2 signal circuit OPEN or short to PWR
• Failed AFTFIS
4077 4 AFTFP2 signal Out of Range LOW • AFTFP2 signal circuit short to GND
• Failed AFTFIS
4077 10 AFTFP2 signal abnormal rate of • Biased sensor or circuit
change
Figure 134 AFTFP2 circuit diagram
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sensor.

Connect Breakout Harness 6027. Leave sensor disconnected. Turn the ignition switch to ON. Use DMM to
measure voltage.
1 to GND 5.0V +/- 1.0V If < 4.0V, check VREF for OPEN circuit, go to Harness
Resistance Check.
2 to B+ B+ If < B+, check SIG GND for OPEN circuit, go to Harness
Resistance Check.
3 to GND 5.4V +/- 1.0V If < 4.4V, check AFTFP2 for OPEN circuit, go to Harness
Resistance Check.
AFTFP2 Pin-point Diagnostics

Turn ignition switch to OFF. Connect Breakout Harness 6027. Leave ACM and AFTFP2 sensor
disconnected. Use DMM to measure resistance between AFTFP2 connector and ACM connector.
1 to Pin 43 <5Ω If > 5 Ω, check VREF signal circuit for OPEN.
2 to Pin 41 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
3 to Pin 42 <5Ω If > 5 Ω, check AFTFP2 circuit for OPEN.
AFTFP2 Circuit Operation sensor is grounded at Pin 2 from ACM Pin 41 and
returns a variable voltage signal from Pin 3 to ACM
The AFTFP2 sensor is a pressure sensor that is
Pin 42.
supplied with 5 volts at Pin 1 from ACM Pin 43. The
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Aftertreatment Fuel Shuttoff Valve (AFTFSV)
SPN FMI Condition

3482 3 AFT Fuel Shutoff Valve short to PWR
3482 4 AFT Fuel Shutoff Valve short to GND
3482 7 AFT Fuel Shutoff Valve not responding as
expected
Figure 135 Functional diagram for AFTFSV
The functional diagram for the AFS valve includes the Function
following:
The AFTFSV controls the fuel supply to the AFTFD
• Aftertreatment Control Module (ACM) when regeneration is required. The AFTFSV is
controlled by the ACM.
• Aftertreatment Fuel Pressure 2 (AFTFP2) Component Location
• Aftertreatment Fuel Shutoff Valve (AFTSV) The AFTFSV is integrated into the Down Stream
EGES-455
Tools
software (page 432)
• Breakout Harness 6021 (AFTFSV) (page 439)
(page 432)
AFTFSV Connector End Diagnostics

3482 3 AFT Fuel Shutoff Valve short to PWR • AFTFSV circuit OPEN or short to PWR
• Failed AFTFSV
3482 4 AFT Fuel Shutoff Valve short to GND • AFTFSV circuit short to GND
• Failed AFTFSV
3482 7 AFT Fuel Shutoff Valve not responding • Biased AFT Fuel Pressure 1 sensor or circuit
as expected
• AFT Fuel Shutoff Valve failure
Figure 136 AFTFSV circuit diagram
NOTE: The KOEO Standard Test or KOEO Output

State HIGH or LOW does not cycle this actuator.
sensor.
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Connect Breakout Harness 6021 to engine harness and leave AFTFSV disconnected. Turn ignition switch to
ON. Use DMM to measure voltage after 60 seconds.
1 to GND 6.0 V +/- 1.0 V If < 5.0 V, check for OPEN circuit or short to GND, go to
If > 7.0 V, check for short to PWR, Do Harness Resistance
Check.
2 to B+ B+ If < B+, check for OPEN circuit. go to Harness Resistance
Check (page 193).
If measurements are within specifications, replace AFT Fuel Shutoff Valve.

Turn ignition switch to OFF. Connect Breakout Harness 6021 to engine harness and leave AFTFSV and
ACM disconnected. Use DMM to measure resistance between AFTFSV connector and ACM connector.
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AFT System (Aftertreatment)
SPN FMI Condition

3246 20 DPF over temperature - (possible filter
damage)
3251 2 DPFDP above or below desired level
3251 21 DPFDP excessively LOW (sensor/circuit
fault or missing DPF)
3556 0 AFT Fuel Pressure 2 excessively high
(restricted injection)
3556 1 AFT Fuel Pressure 2 below desired
(possible system leak)
3556 7 AFT Fuel Injector not responding as
expected
3719 0 DPF Soot Load - Highest (level 3/3)
3719 15 DPF Soot Load - Lowest (level 1/3)
3719 16 DPF Soot Load - Moderate (level 2/3)
3936 0 DPF Soot Load - Severe De-Rate
3936 2 DPF Test - test unsuccessful
3936 14 DPF - Regen duration above limit
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Figure 137 AFT System Operation
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The function diagram for the AFT System includes the particulates exiting the exhaust pipe. Typically a good
following: running engine will have 99% soot to 1% ash.
• Engine Control Module (ECM) The soot is captured by the Diesel Particulate Filter
with Barometric Absolute Pressure (BARO) (DPF). Although the Diesel Oxidation Catalyst (DOC)
Internal Sensor should not require regular maintenance, the DPF does
require off-board cleaning to remove the ash from the
• Body Controller (BC)
DPF.
• Multiplex System Module (MSM) Body Module
The soot is converted to carbon dioxide by a process
• Accelerator Pedal Position (APP) Sensor of regeneration (Regen). The temperature at the face
of the DPF is raised to approximately 1000 °F (538
• Park Brake
°C), for a period of time, depending on the amount
• Vehicle Speed Sensor (VSS) of soot that accumulated within the DPF. Regen time
is calculated by the Engine Gas Differential Pressure
• Driveline Disconnect Switch (DDS)
(DPFDP) feedback.
• Power Take Off Switch (PTO)
The Regen may take place as the vehicle is in
• Diesel Oxidation Catalyst (DOC) operation under a steady state heavy engine loading
condition, or by forcing a Stationary Regen process.
• Diesel Particulate Filter (DPF)
During a Stationary Regen, the engine speed is
• DPF Inlet Temperature (DPFIT) Sensor
increased, while the Engine Control Module (ECM)
• DOC Outlet Temperature (DOCOT) Sensor controls the engine systems. These system include
post-injection, Exhaust Gas Recirculation (EGR), and
• DPF Differential Pressure (DPFDP) Sensor
Engine Throttle Valve (ETV). This increases the heat
• DPF Outlet Temperature (DPFOT) Sensor going into the exhaust system. The Intake Air Heater
(IAH) will also cycle on and off, not just increase the
• Fuel Injectors (INJs)
Air Intake Temperature (AIT), but also add extra load
• Exhaust Gas Recirculation (EGR) on the engine. The Atfertreatment Control Module
(ACM) controls the Down Stream Injection (DSI)
system to inject fuel into the exhaust just before the
• Warning Indicators DOC.
• Intake Air Heater (IAH) The health of the system and the Regen processes
are monitored by the DOC Inlet Temperature
(DOCIT), DPF Inlet Temperature (DPFIT), DPF Outlet
• AFT Fuel Pressure Inlet Sensor (AFTFIS) Temperature (DPFOT), and the Diesel Particulate
Filter Differential Pressure (DPFDP) sensor. The
• AFT Fuel Pressure 2 (AFTFP2) sensor
DPFDP measures the pressure difference across the
• AFT Fuel Shutoff Valve (AFTFSV) DPF filter. The temperature sensors measure the
temperature differences across the DOC and DPF.
• AFT Fuel Doser (AFTFD)
The DPF, and/or the DOC may fail or plug prematurely
• Downstream Injection (DSI) unit
for a number of reasons. It is important to pinpoint the
The purpose of the Aftertreatment (AFT) System root cause and repair the failure before replacing the
is to catalyze carbon monoxide (CO), Oxides of DOC or DPF. Failure to do so could result in destroying
Nitrogen (NOx), and Hydrocarbons (HC). The Diesel a newly replaced component.
Particulate Filter (DPF) will capture soot and other
EGES-455
AFT System Event Map
Engine AFT System Communication Driver Response
Engine out of Regen mode

DPFDP monitors soot level. DPF collects soot
produced by engine.
Engine in Regen mode. Soot level threshold DTC: None

Changes in Air is reached, system
triggers DPF Lamp: HEST lamp if No response needed.
management and fueling,
regeneration. DPFOT is above 400 ºC
fuel is injected into the
(752 ºF) and under 5 mph.
exhaust system. DOC converts fuel to
Exhaust sensors are increase DPF temp.
monitored. Soot burns as elevated
temp is reached.
Soot may continue to SPN 3719 FMI 15 DPF, Drive at highway speed
Engine in Regen mode.
increase in the DPF due soot Lowest (level 1/3). or start a parked Regen.
to inability to properly
Engine in Regen Mode. SPN 3719 FMI 16 DPF,
regenerate the filter. Perform Parked Regen.
15% Engine De-rate. soot Moderate (level 2/3).
Engine in Regen mode. SPN 3719 FMI 0 DPF, Remove DPF for
85% Engine De-rate. soot Highest (level 3/3). servicing.
EGES-455

3246 20 DPF over temperature - possible filter • Restricted DPF
damage
• DOC Failure
• Engine over fueling
• Downstream Injection over fueling
• Biased DPFOT sensor or circuit
3251 2 DPFDP above or below desired level • Biased DPFDP sensor or circuit
• Restricted or plugged DPF
• Reversed DPF sensor hoses
3251 21 DPFDP excessively LOW (Sensor/circuit • DPFDP sensor tubes restricted or open
fault or missing DPF)
• Biased DPFDP sensor or circuit
3556 0 AFT Fuel Pressure 2 excessively high • Hydrocarbon Injector assembly failure (Plugged)
(Restricted injection)
3556 1 AFT Fuel Pressure 2 below desired • Fuel leak from metering unit
(Possible system leak)
3556 7 AFT Fuel Injector not responding as • Hydrocarbon Injector assembly failure (Plugged)
expected
3719 0 DPF Soot Load - Highest (level 3/3) • Level 3 DPF plugged
• Remove DPF for servicing
3719 15 DPF Soot Load - Lowest (level 1/3) • Level 1 DPF Regen required
3719 16 DPF Soot Load - Moderate (level 2/3) • Level 2 DPF Regen required
3936 0 DPF Soot Load - Severe de-rate • Level 3 DPF plugged
• Remove DPF for servicing
3936 2 DPF Test - test unsuccessful • Active Regen DTC Inhibitor
• Biased DPFDP sensor or circuit
• Engine unable to build enough heat to the DOC
• DOC failure
• DSI failure to inject fuel to the exhaust
• DPF failure
3936 14 DPF, Regen duration above limit • Engine unable to build enough heat to the DOC
• DOC failure
• DSI failure to inject fuel into the exhaust
• DPF failure
EGES-455
SPN 3246 FMI 20 – DPF over temperature - possible filter damage

SPN 3246 FMI 20 sets if DPF inlet or outlet temperature increases beyond maximum threshold. As a
preventive measure, this fault disables regeneration until the next switch ON cycle.
Pin-point AFT System Fault
1. Inspect DPFIT and DPFOT sensors for damage, loose connection, and sensor/harness rupture.
2. Check for biased exhaust temperature sensor. See Sensor Compare Checks.
3. Check for active / previously active faults indicating high soot load in DPF. Any of SPN 3719 FMI
0,15,16, or SPN 3936 FMI 0.
4. Perform DPF Filter Cleanliness Test from the service tool. If test result confirms reduced DOC
efficiency, go to Park Regeneration Checks.
5. Check for active / previously active fault codes referring to injector leakage.
SPN 3719 FMI 0 – DPF Soot Load - Highest (level 3/3)

SPN 3719 FMI 0 sets when Level 3 DPF soot loading is over 100 percent full and engine de-rate has been
enabled. DPF regeneration is required.
1. Check for active DTC that could prevent AFT System from regenerating.
2. Perform a manual parked regeneration procedure. See regeneration procedure in this section.
SPN 3719 FMI 15 – DPF Soot Load - Lowest (level 1/3)

SPN 3719 FMI 15 sets when Level 1 DPF soot loading is above 80% full and a DPF regeneration is required.
1. Check for active DTC that could prevent AFT system regeneration.
2. Drive vehicle at highway speeds for 20 to 30 minutes until the regeneration lamp is not illuminated or
perform a manual parked regeneration procedure.
SPN 3719 FMI 16 – DPF Soot Load - Moderate (level 2/3)

SPN 3719 FMI 16 sets when Level 2 DPF soot loading is 100% full and a DPF regeneration is required.
1. Check for active DTC that could prevent AFT system regeneration.
2. Perform a manual parked regeneration procedure.
EGES-455
SPN 3936 FMI 0 – DPF Soot Load - Severe De-Rate

SPN 3936/FMI 0 sets when Level 4 DPF soot loading is overfull and engine shutdown is enabled. DPF
regeneration functionality has been disabled.
1. Inspect DPFDP sensor for damage or loose connection.
2. Remove DPF and service the filter.
3. Check for active DTC that could prevent the AFT system from regenerating.
4. Do an Onboard Cleanliness Test to reset soot and ash monitors.
AFT System Indicators Diesel Particulate Filter (DPF) Lamp

Fault codes that require a Regen are better
understood as Alert codes. This is a normal condition
used to alert the operator or technician that soot level
in the DPF has reached a set point and the system is
running or needs to run a DPF Regen.
Hot Exhaust Temperature (HET) Lamp Figure 139 DPF Lamp
DPF lamp on solid. This notifies the operator the

Aftertreatment System is cleaning the DPF.
Operator Action: Drive at highway speed, until lamp
goes out, or perform a Parked Regen.
Technician Action: None
Figure 138 HET Lamp
If system is unable to finish the cleaning process due
to driving conditions (low load, short trip) or if there’s a
Hot Exhaust System Temperature lamp indicates problem with the system. The soot level will continue
exhaust temperature is above 400 ºC (752 ºF) and to build in the DPF and trigger the next soot level DTC.
vehicle speed is below five mph.
Operator Action: Beware of surroundings, the
exhaust is very hot.
Technician Action: None
EGES-455
SPN 3719 FMI 15 – DPF Soot Load - Lowest (level Operator Action: Perform a Parked Regen.
1/3)
Technician Action: Verify the system is working
without fault. See below procedure.
DPF soot level 2, DPF lamp flashing and the buzzer
sounding. This notifies the operator that the soot level
has reached a critical level and the engine is de-rated
by 15% of normal engine power.
Figure 140 DPF Lamp Flashing SPN 3719 FMI 0 DPF Soot Load - Highest (level
3/3)
DPF soot level 1, DPF lamp flashing. This notifies

the operator the Aftertreatment System is cleaning the
DPF.
Operator Action: Perform a Parked Regen.
Technician Action: Verify the system is working
without fault. See below procedure.
Figure 142 DPF Lamp Flashing and Buzzer
DPF soot level 1, DPF lamp flashing. This notifies the
Sounding
operator the soot level is reaching a much higher level
and the system is not completing a Regen through the
operators current drive cycle. If this is ignored, the
Operator Action: Tow vehicle in for service.
soot level will continue to build to setting the next level
DTC. Technician Action: The DPF must be replaced when
soot level reaches 3, and when DPF lamp is flashing,
and the buzzer is sounding. This notifies the operator
SPN 3719 FMI 16 – DPF Soot Load -Moderate the soot level has reached a critical level and the
(level 2/3) engine is engine is de-rated by 85% of normal power.
Regen Inhibitors
DPF Regen Inhibit Conditions
A DPF Regen can be inhibited by disabling switches,
or the entry conditions have not yet been met to start
the regeneration process.
Figure 141 DPF Lamp Flashing, Amber Warning
Lamp On Solid
EGES-455
Entry Conditions for a Rolling Regen

When driving at high speeds or with heavy loads, the
exhaust is hot enough to convert the soot to ash.
When driving at lower speeds or when carrying lighter
loads, the exhaust is typically is not hot enough to
convert the soot to ash. In these situations, the engine
control system will increase the exhaust temperature
and the particulate matter can be converted to ash.
Automatic regeneration occurs when driving. The
operator is not required to do anything to start
regeneration.
An automatic regeneration is not possible during
frequent stops or low operating speeds. If a
regeneration is required in these conditions, a manual
parked regeneration must be done.
When the ECM determines the soot level threshold is reached, the system triggers DPF Regen.
NOTE: Short trips, stop and go driving could prevent a successful Regen.
The following conditions are required for a Rolling Regen:
• DPF Status signal displaying: Regen Needed
• Red stop engine lamp not on
• Engine Coolant Temperature at or above 75 ºC (170 ºF)
• Inhibiting DTCs must not be active (See Fault Code Inhibitors in this section of manual.)
• Regen Inhibit switch not active (switch must be off)
• PTO not active (switch must be off)
• Exhaust Temperature sensors below safe thresholds
• DOCIT below 500 °C (932 °F)
• DPFIT below 650 °C (1202 °F)
• DPFOT below 750 °C (1382 °F)
If DPF Status displays "Regen needed" and vehicle is unable to perform a Rolling Regen, perform the
Diagnostic Test Procedure.
EGES-455
Entry Conditions for a Parked Regen

A Parked Regen can only be performed when the DPF soot level threshold is reached. The DPF lamp will
flash or stay on solid, signaling the need for Regen.
The following conditions are required for a Parked Regen:
• Engine Running
• DPF lamp on
• Parked Regen switch on
• DPF Status signal displaying: Regen Needed
• Red stop engine lamp not on
• Engine Coolant Temperature at or above 75 ºC (170 ºF)
• Vehicle speed not rolling
• Inhibiting DTCs must not be active (See Fault Code Inhibitors in this section of manual.)
• Regen Inhibit switch not active (switch must be off)
• Exhaust Temperature sensors below safe thresholds
• DOCIT below 500 °C (932 °F)
• DOCOT below 650 °C (1202 °F)
• DPFOT below 750 °C (1382 °F)
If DPF Status displays “Regen needed” and vehicle is unable to perform a Rolling Regen, Perform
Diagnostic Test Procedure.
EGES-455
DPF Filter Cleanliness Test
This test checks the status of the DPF if the soot level is within a Regen Needed limit. The test will
automatically start a Parked Regen.
NOTE: The KOER Standard Test must be run before performing this test.
Engine speed is ramped up to increase exhaust flow through the DPF while the DPFDP sensor monitors the
pressure difference across the DPF. The test runs for about 15 minutes. If a Regen is needed, the engine
ramps up for another 15 minutes, but this time to run DPF Regen cycle.
The following conditions are required for an Onboard Filter Cleanliness Test:
• Engine Running
• Engine Coolant temperature above 75 ºC (170 ºF)
• Vehicle stationary
• Inhibit DTCs must not be active: Refer to the Fault Code Inhibitors
• Regen inhibit switch not active (switch must be off)
• Parking brake must be applied
• Brake pedal not depressed
• Accelerator pedal not depressed
• Driveline disengaged
• If the soot level is within normal range, the test completes and displays “Test Completed Successful.”
No further action is required.
• If the soot level is above the threshold, the engine idles down for three seconds, sets a DTC, then ramps
up the rpm again and starts a Parked Regen.
• If the test is aborted, perform the Diagnostic Test Procedure.
EGES-455
Sensor Compare Checks

Turn switch ON, engine OFF.
Using ServiceMaxx™ software, open the Continues Monitor session.
NOTE: Voltage values need to be measured after cold soak at about 21 ºC (70 ºF)
Checks Specifications Comment – < Less than, > Greater than
S_DOCIT 0.88 V +/- If voltage is much higher or lower than the other AFT exhaust sensors, see
Volts 0.10 V DOCIT Sensor (page 244).
S_DPFIT 0.88 V +/- If voltage is much higher or lower than the other AFT exhaust sensors, see
Volts 0.10 V DPFIT Sensor (page 255).
S_DPFOT 0.88 V +/- If voltage is much higher or lower than the other AFT exhaust sensors, see
Volts 0.10 V DPFOT Sensor (page 260).
S_DPFDP 0.70 V +/- If not within specification, see DPFDP Sensor (page 249).
Volts 0.10 V
S_EBP Volts 0.70 V +/- If not within specification, see EBP Sensor (page 265).
0.10 V
If sensors are within specifications, go to “DIAGNOSTIC TROUBLE CODE INDEX” (page 419) and check
DPF Status.
Exhaust Restriction Test

Connect EST, open the Performance session.
NOTE: Run engine at high idle while monitoring Exhaust Back Pressure and DPF Differential Pressure.
Checks Specifications Comment – < Less than, > Greater than
DPFDP < 1.5 psi If > 1.5 psi, the DPF is plugged. Go to Parked Regen.
EBP < 45 psi Check the exhaust back pressure valve operation.
If above tests do not find a problem, then remove DOC and inspect for
face plugging.
If EBP and DPFDP are within expected range, but the DPF Status reads “Regen Needed”, go to Parked
Regen Checks.
If the DPF is face plugged, measure the distance between the filter and outlet. If not within specification, the
filter must be replaced.
EGES-455
Regen Inhibitors
Figure 143 Aftertreatment session screenshot
Check Rolling Regen Inhibitors

1. Turn switch ON, engine OFF.
2. Using ServiceMaxx™ software, load the Aftertreatment session.
3. Start engine and run vehicle speed above five mph.
4. Verify all listed inhibitors are displaying "Not Inhibited".
Check Expected Results Comment
AFT Regen Inhibit Status Not Inhibited If inhibited, correct the cause. Check switches and
any DTC that may be causing the Regen inhibit.
Red Stop Alert Lamp OFF If ON, Regen can’t be run. DPF must be replaced
before continuing.
Regen Inhibit Switch OFF If ON, turn switch Off. If switch does not turn Off,
then diagnose circuit fault.
PTO Enable Switch OFF If ON, turn switch Off. If switch does not turn Off,
EGES-455
Check Rolling Regen Inhibitors (cont.)

PTO Switch OFF If ON, turn switch Off. If switch does not turn Off,
If no inhibitors are active and Regen is required, go to Parked Regen Checks.
Check Rolling Regen Inhibitors

2. Using ServiceMaxx™ software, load the Aftertreatment session.
3. Verify all listed Inhibitors are displaying "Not Inhibited".
Checks Expected Results Comment
AFT Regen Inhibit Status Not Inhibited If inhibited, correct the cause. Check switches and
any DTC that may be causing the Regen inhibit.
Red Stop Alert Lamp OFF If ON, Regen can’t be run. DPF must be replaced
before continuing.
Regen Inhibit Switch OFF If ON, turn switch Off. If switch does not turn Off,
PTO Enable Switch OFF If ON, turn switch Off. If switch does not turn Off,
PTO Switch OFF If ON, turn switch Off. If switch does not turn Off,
Parking Brake Switch OFF If Off, set parking brake, if switch does not turn
On, then diagnose circuit fault.
Brake Pedal Switch OFF If ON and foot is off pedal, then diagnose circuit
fault.
Accelerator Pedal Position 0% If above 0%, and foot is off pedal, then diagnose
circuit fault.
Clutch Pedal Switch OFF If ON and foot is off pedal, then diagnose circuit
fault.
Transmission Position Park or Neutral If engaged, disengage, or diagnose circuit fault.
If no inhibitors and a Regen is needed, go to Parked Regen Checks.
Parked Regen Checks • DPFIT: 550 - 600 °C (1022 -1112 °F (after 5-10
minutes)
During a Parked Regen, the engine speed will ramp
up to 1200-1800 rpm. • DPFOT: 600 - 650 °C (1022 -1202 °F) (after 10-15
minutes)
Typical readings:
• DPFDP: Decreasing steadily once DPFIT and
• ETV: 80% (closed).
DPFOT are steady and above 550 °C (1022 °F).
• EGR Position: 0% (closed)
Connect the EST, open the Aftertreatment session.
• DOCIT: 250 - 300 °C (482 - 572 °F) Start a Parked Regen and monitor signals.
EGES-455
Parked Regen Checks

Connect the EST, open the Aftertreatment session. Open the inhibitors tab and check for Inhibitors.
Checks Expected Results Comment
Engine condition Smooth, not stumbling If engine does not run smoothly, diagnose engine
performance problem. See “PERFORMANCE
DIAGNOSTICS”.
DPF Status Regen Needed If signal reads “Not needed”, then a Regen cannot
be commanded to run.
Engine Coolant Temp Above 66 ºC (150 ºF) If below 66 ºC (150 ºF), warm engine above set
point.
AFT Regen Status Active If signal reads “Not Active”, go to Fault code
inhibitors and Parked Regen Inhibitors.
EGR Position Closed If not closed, see EGR Valve in “ELECTRONIC
SYSTEM DIAGNOSTICS”.
ETV Position 80% +/- 5% If not within spec, see ETV in “ELECTRONIC
DOCIT 250 ºC to 300 ºC (482 ºF If below 250 ºC (482 ºF), go to KOER Standard
to 572 ºF) Test and KOER Air Management Test.
If above 300 ºC (572 ºF), check for proper ITV
operation, and if engine is over fueling.
DOCOT After 5-10 minutes above If below 530 ºC (986 ºF), replace DOC, and
530 ºC (986 ºF) inspect DPF for soot leaking through the filter.
DPFOT Below 700 ºC (1292 ºF) If above 700 ºC (1292 ºF), replace DPF.
DPFDP Below 0.5 psi If above 0.5 psi, after the system completes a full
Parked Regen, replace the DPF.
If the DPF is face plugged, measure the distance between the filter and outlet. If not within specification,
the filter cannot be cleaned and must be replaced.
EGES-455
DPF Filter Inspection
Figure 144 DPF Inlet (Normal)
EGES-455
Normal DPF Outlet
Figure 145 DPF Outlet (Normal)
Inspection of the inlet and outlet of the DPF filter.

All inlet and outlet channels are visible, and there is a
light soot coating over the whole inlet face easily wiped
away with a finger. Soot amount on face may vary
depending on the time since last DPF regeneration,
but should be less than 1/8” (3mm).
Possible Causes Action

System is working correctly. None
EGES-455
Plugged DPF Inlet
Figure 146 DPF Face Plugged
Inspect inlet of the DPF filter.

If no channels are visible, the face of the DPF has
a deep cake of soot greater than 3.2 mm (1/8 inch).
Remove DPF for external cleaning.

• Drive cycle (Unable to complete 1. Interview the operator about his drive cycle.
Regen)
2. Verify there are no inhibitors (DTCs or switches).
• Engine over-fueling
3. Replace the DPF.
• Boost problem
• Intake throttle problem
EGES-455
DPF Contaminated with Coolant
Figure 147 Coolant Contamination
Inspect the inlet and outlet of the DPF filter.

If coolant is flowing through exhaust system, the face
of the DPF filter will show signs of coolant leakage.

• Coolant is flowing through exhaust 1. Repair coolant problem.
• Failed interstage cooler 2. The DPF cannot be cleaned, the DPF must be replaced.
• Failed EGR cooler
• Failed injector sleeve
• Leaking cylinder head cup plugs
• Cylinder head porosity
EGES-455
DPF Contaminated with Oil and Soot
Figure 148 Engine Oil Contamination, Soot Leakage
Inspect the inlet and outlet of the DPF filter.

DPF filter will show signs of soot leakage and oil.

• Failed turbocharger 1. Repair engine oil problem.
• Failed piston rings 2. The DPF cannot be cleaned, the DPF must be replaced.
• Failed cylinder sleeves 3. Inspect the DOC for damage and replace if necessary.
• Failed valve guides
EGES-455
DPF Outlet Leaking Soot
Figure 149 DPF Filter Damage, Soot Leakage
The above picture is the outlet side soot bypass, note

soot on brick and canister outlet.
Inspect the outlet of the DPF filter.
DPF filter will show signs of soot leakage.

• DPF filter is damaged 1. The DPF cannot be cleaned, the DPF must be replaced.
2. Inspect the DOC for damage and replace if necessary.
EGES-455
External Damage to DPF
Figure 150 DPF Filter, Can Damage
Inspect the exterior of the DPF filter.

DPF filter will show signs of damage such as dents or
cracks.

• Road debris The DPF cannot be cleaned, DPF must be replaced.
• Vehicle accident
EGES-455
DPF Brick Measurement From Outlet
Figure 151 DPF brick measurement from outlet
Inspect outlet of the DPF filter and measure the

distance between filter and outlet. If the distance is
greater then the specification, replace the DPF Filter.

Face plugged If the distance is greater then the specification, the DPF cannot
be cleaned. It must be replaced.
EGES-455
AMS (Air Management System)
SPN FMI Condition

1209 0 EBP above desired level
1209 7 EBP in-range fault
2659 14 KOER AMT – EGR test failure
2659 20 EGR High Flow Rate detected
2659 21 EGR Low Flow Rate detected
5541 1 TC1TOP pressure below minimum
5541 3 TC1TOP signal Out of Range HIGH
5541 4 TC1TOP signal Out of Range LOW
5543 5 EBPC open load/circuit
5456 3 AFTFT signal Out of Range HIGH
5456 4 AFTFT signal Out of Range LOW
Figure 152 Function diagram for AMS
The Air Management System (AMS) includes the • Mass Air Flow (MAF) Sensor
following:
• Exhaust Gas Recirculation (EGR) Actuator
• Engine Control Module (ECM)
• Engine Lamp
Internal Sensor
EGES-455
Function
The AMS Tests perform testing on the EGR system.
During the test, engine speed is increased, injection
timing and ICP pressure are fixed, and the EGR
valve is temporarily closed. As the test progresses,
the EGR valve is opened. This test operates by
monitoring the MAF readings during the test. Airflow
is first measured with the EGR closed, and then with
the EGR opened. These two measurements are then
compared by the ECM. If the measured difference
is not within the minimum and maximum values
expected, a DTC will be set.
Tools
software (page 432)
AMS Diagnostics

1209 0 EBP above desired level • Biased EBP sensor or circuit
• Restricted Exhaust
• Plugged DOC
• Plugged DPF
• Failed Turbocharger
1209 7 EBP in-range fault • EBP signal not seeing a difference
in pressure from low idle to high
idle
•
2659 14 KOER AMT - EGR test failure • Biased EBP sensor or circuit
• Plugged EBP sensor tube
• Failed EGR valve
2659 20 EGR High Flow Rate detected • Charge Air Cooler (CAC) system
leaks
• Biased EBP sensor or circuit
• Biased IMP sensor or circuit
• EGR valve sticking closed
EGES-455
2659 21 EGR Low Flow Rate detected • Restricted airflow (intake or

exhaust)
• Restricted EGR cooler
• Biased EBP sensor or circuit
• Biased IMP sensor or circuit
• EGR valve sticking closed
5541 1 TC1TOP pressure below minimum • Failed Exhaust Back Pressure
valve (Stuck open)
5541 3 TC1TOP signal Out of Range HIGH • TC1TOP signal circuit OPEN or
short to PWR
• SIG GND circuit OPEN
• Failed TC1TOP sensor
5541 4 TC1TOP signal Out of Range LOW • TC1TOP signal circuit short to
GND
• Failed TC1TOP sensor
5543 5 EBPC open load/circuit • EBPC circuit OPEN
• Failed EBPC valve
5456 3 AFTFT signal Out of Range HIGH • AFTFT signal circuit OPEN or
short to PWR
• Failed AFTFIS
5456 4 AFTFT signal Out of Range LOW • AFTFT signal circuit short to GND
• Failed AFTFIS
EGES-455
SPN 1209 FMI 0 - EBP above desired level

The code will set when EBP is 10 psi (69 kPa) above desired level.
SPN 1209 FMI 0 - EBP above desired level

Estimated EGR percent is less than the minimum limit for the operating conditions.
The code will set when EBP is 10 psi (69 kPa) above.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAF, IMP, or EGR faults. Repair any fault before continuing
with this procedure.
2. Check for biased sensor. Verify BARO, MAF, IMP, and EBP are within KOEO specification. See
KOEO in “APPENDIX A: PERFORMANCE SPECIFICATIONS”.
3. Check the back pressure valve operation. See EBPV in this section.
4. Check for restricted EGR cooler. See Restricted EGR Cooler in “ENGINE SYMPTOMS
DIAGNOSTICS”.
5. Check EGR operation. Monitor EGRP signal and run KOEO Output State test HIGH and LOW. See
“EGR Actuator (Exhaust Gas Recirculation)”.
6. Check for restricted exhaust. See performance specification at full load rated speed.
SPN 1209 FMI 1 - EBP below desired level

This code will set when EBP is 10 psi (69 kPa) below desired level.
SPN 1209 FMI 1- EBP below desired level

Estimated EGR percent is less than the minimum limit for the operating conditions.
Pin-point AMS Fault
2. Check for biased sensor. Verify BARO, MAF, IMP, and EBP are within KOEO Specification. See
KOEO in “APPENDIX A: PERFORMANCE SPECIFICATIONS”.
3. Check for plugged EBP or tubing.
4. Check the exhaust back-pressure valve operation. See the EBPV in this section.
EGES-455
SPN 2659 FMI 14 - AMS - KOER AMT - EGR test failure

This DTC is set if EBP does not meet expected response during the Air Management Test.
Pin-point AMS Fault
1. Check for active or inactive EBP DTC’s. See EBP Sensor in this section of manual and check EBP
KOEO specification.
2. Check for plugged EBP sensor or tubing.
3. Check for active or inactive DTC’s. See appropriate Pin-point test.
4. Check EGR operation. Monitor EGR position (EGRP) while running KOEO Output State test HIGH
and LOW. See “EGR Actuator (Exhaust Gas Recirculation)” in this section of manual.
5. Check for restricted exhaust system.
SPN 2659 FMI 20 - EGR flow excessive - EGR High Flow Rate detected
The DTC will set when EBP is 10 psi (69 kPa) below desired level.
Estimated EGR percent is greater than the maximum limit for the operating conditions.
Pin-point AMS Fault
2. Check for biased sensor. Verify BARO, MAF, IMP, and EBP are within KOEO Specification. See
KOEO in “APPENDIX A : PERFORMANCE SPECIFICATIONS”.
3. Check the plugged EBP sensor or tubing.
SPN 2659 FMI 21 - AMS - EGR Low Flow Rate detected

This DTC is set if EBP does not meet expected response during the EGR portion of the AMS test.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAF, IMP, or EGR faults. Repair any faults before continuing
2. Check for biased sensor. Verify that BARO, MAF, IMP, and EBP are within KOEO specification. See
KOEO in “APPENDIX A : PERFORMANCE SPECIFICATIONS”.
3. Check for restricted EGR cooler. See Restricted EGR Cooler in “ENGINE SYMPTOMS
EGES-455
AMS Operation • The EGR is then commanded open and MAF is

allowed to stabilize (MAF is expected to drop).
The AMS test checks the operation of the EGR by
actuating each component open and closed while • The EGR is then commanded closed, and is
monitoring the effect it has on intake airflow using allowed to stabilize (MAF is expected to increase).
the MAF sensor. The test sequence is carried out as If pressure results do not match expected values
follows: for either position, a DTC is set, the engine will
return to 700 rpm, and the test is complete.
• The ECM monitors the BARO sensor as a base
line for zeroing the IMP and EBP signals.
EGR portion
• With the EGR valve still closed, the ECM
increases engine idle speed to 1000 rpm, and
MAF is allowed to stabilize (MAF is expected to
increase).
EGES-455
APP Sensor (Accelerator Pedal Position)
SPN FMI Condition

91 2 APP1 and APP2 signal conflict
91 3 APP1 signal Out of Range HIGH
91 4 APP1 signal Out of Range LOW
521 2 Brake applied while APP applied
521 19 Brake switch circuit fault
2623 3 APP2 signal Out of Range HIGH
2623 4 APP2 signal Out of Range LOW
Figure 153 Function diagram for the APP
The function diagram for the APP includes the Function

following:
The APP sensor is controlled by the operator. The
• Accelerator Pedal Position (APP) Sensor ECM uses this sensor to control engine output based
on the operator’s demand for power.
Sensor Location
Internal Sensor
The APP sensor is installed in the cab on the
• Engine Lamp
accelerator pedal assembly.
EGES-455
Tools
software (page 432)
• 3-Banana Plug Harness (page 433)
• Breakout Harness 4485A (APP) (page 434)
(page 432)
APP Sensor End Diagnostics

91 2 APP1 and APP2 signal conflict • APP1 and APP2 mis-matched
• Biased sensor or circuit
91 3 APP1 signal Out of Range HIGH • APP1 signal circuit short to PWR
• Failed APP sensor
91 4 APP1 signal Out of Range LOW • APP1 signal circuit OPEN or short to GND
• VREF circuit OPEN
• Failed APP sensor
521 2 Brake applied while APP applied • The Operator was applying Accelerator Pedal
and brake pedal at the same time
• APP1 sensor or circuit fault
• Brake Pedal switch or circuit fault
521 19 Brake switch circuit fault • Brake Pedal switch or circuit fault
2623 3 APP2 signal Out of Range HIGH • APP2 signal circuit short to PWR
• Failed sensor
2623 4 APP2 signal Out of Range LOW • APP2 signal circuit OPEN or short to GND
• Failed sensor
EGES-455
Figure 154 APP circuit diagram
1. Using EST and ServiceMaxx™ software, open • If code is active, proceed to the next step.
the Continuous Monitor session.
4. Disconnect engine harness from sensor.
2. Verify sensor voltage is within KOEO
NOTE: Inspect connectors for damaged pins,
specification. See “APPENDIX A :
corrosion, or loose pins. Repair if necessary.
5. Connect Breakout Harness 4485A to engine
3. Monitor sensor voltage. Verify an active DTC for
harness. Leave sensor disconnected.
the sensor.
• If code is inactive, monitor the signal
while wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the signal will spike and the
DTC will go active.
EGES-455
Sensor Circuit Check

Connect Breakout Harness 4485A to engine harness. Leave sensor disconnected. Turn ignition switch
to ON. Use EST to verify correct DTC goes active when corresponding fault is induced. Use DMM to
measure circuits.
EST – Check DTC SPN 91 FMI If SPN 91 FMI 3 is active, check APP1 signal for short
4 to PWR.
Sensor Disconnected
SPN 2623 If SPN 2623 FMI 3 is active, check APP1 for short to
FMI 4 PWR.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
C to GND If < 4.5 V, check VREF for OPEN or short to GND. Go to
D to GND If < 4.5 V, check VREF for OPEN or short to GND. Go to
EST – Check DTC SPN 91 FMI If SPN 91 FMI 4 is active, check APP1 circuit for OPEN.
3 Go to Harness Resistance check.
Short Pin A to C
SPN 2623
FMI 4
EST – Check DTC SPN 91 FMI If SPN 2623 FMI 4 is active, check APP2 circuit for
4 OPEN. Go to Harness Resistance check.
Short Pin D to F
SPN 2623
FMI 3
DMM – Measure volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
B to B+
DMM – Measure volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
E to B+
If checks are within specification, connect sensor, clear DTC’s, and cycle the pedal a few times. If active
code returns, replace sensor.
EGES-455
APP Pin-point Diagnostics

Turn ignition switch to OFF. Disconnect both battery GND cables. Connect 180-Pin Breakout Box and
Breakout Harness 4485A. Leave ECM and sensor disconnected. Use DMM to measure resistance.
A to C-33 <5Ω If > 5 Ω, check APP1 signal circuit for OPEN.
B to C-34 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
C to C-63 <5Ω If > 5 Ω, check VREF-C circuit for OPEN.
D to C-9 <5Ω If > 5 Ω, check VREF-C circuit for OPEN.
E to C-36 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
F to C-48 <5Ω If > 5 Ω, check APP2 signal circuit for OPEN.

Connect 180-Pin Breakout Box and Breakout Harness 4485A between ECM and sensor. Turn ignition
switch to ON. Use DMM to measure voltage and EST to read signal.
Test Point Condition DMM EST Value
APP1 Foot off pedal 1.14 V ± 0.25 V 0%
A to GND or Pedal to floor 4.32 V ± 0.25 V 99.6%
C-33 to GND
APP2 Foot off pedal 0.56 V ± 0.25 V 0%
F to GND or Pedal to floor 2.16 V ± 0.25 V 99.6%
C-48 to GND
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APP Circuit Operation Fault Detection / Management

The APP contains two position sensors. The two When the ignition switch is on, the ECM continuously
sensors (APP1 and APP2) are integrated into this monitors the APP circuits for expected voltages. It
single component and mounted on the accelerator also compares APP and APP2 signals for conflict. If
pedal. a conflict occurs, the ECM will set a DTC.
The ECM determines accelerator pedal position by Any malfunction of the APP circuits will illuminate
processing input signals from APP1 and APP2. the Warn Engine Lamp (WEL). If the ECM detects
an Out-of-Range signal condition for either APP
APP signal, the ECM will ignore the faulty APP signal. The
ECM will continue to operate using only the properly
The APP is a dual potentiometer sensor supplied with
functioning sensor.
two 5 V VREF circuits. 5V reference is supplied to Pin
C from ECM Pin C-63, and to Pin D from ECM Pin If a disagreement in the state of APP1 and APP2 is
C-9. The sensor is grounded using Pin B from ECM detected, the ECM will allow only a maximum of 50
Pin C-34 and Pin E from ECM Pin C-36. The sensor percent power to be commanded. If APP1 and APP2
returns a variable voltage signal from Pin A (APP1) to signals are both detected as Out of Range, the engine
ECM Pin C-33, and from Pin F (APP2) to ECM Pin will be allowed to operate at low idle only.
C-48.
NOTE: If multiple APP DTC’s are present, verify the
APP part number is correct for the specific vehicle
APP Auto-Calibration
model.
The ECM auto-calibrates the APP signals every time
NOTE: If elevated low idle rpm is experienced after
the ignition switch is turned on. The ECM “learns”
replacing the pedal assembly or APP sensor, and
the lowest and highest pedal positions allowing for
there are no DTCs present, check pedal assembly or
maximum pedal sensitivity. When the switch is turned
APP sensor part numbers for correctness.
off, this information is lost until the next switch cycle
where the process is repeated. No accelerator pedal
adjustment is needed with this feature.
EGES-455
ATA Datalink (American Trucking Association)
SPN FMI Condition

None No communication to Electronic Gauge
Cluster (EGC)
Figure 155 Function diagram for ATA
The function diagram for the American Trucking Location

Association (ATA) includes the following:
The ATA circuits are connected to the ECM, EGC, and
• Engine Control Module (ECM) Diagnostic Connector. The Diagnostic Connector is
with Barometric Absolute Pressure (BARO) located under the dash on the driver’s side.
Internal Sensor
Tools
• Electronic Gauge Cluster (EGC)
• Diagnostic Connector software (page 432)
Function
The ATA datalink provides communication between
the ECM and an ATA compatible EGC. The EST tool • 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
can access this datalink at the Diagnostic Connector.
(page 432)
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ATA Pin-point Diagnostics

None No communication with EST • B+ circuit OPEN or shorted to GND
• GND circuit OPEN
• ATA circuits OPEN or shorted to PWR or GND
Figure 156 ATA circuit diagram
Connector Voltage Check - EST

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

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM disconnected.
F to C-25 <5Ω If > 5 Ω, check ATAH for OPEN in circuit
F to GND > 1 kΩ If < 1 kΩ, check ATAH for short to GND
G to C-10 <5Ω If > 5 Ω, check ATAL for OPEN in circuit
G to GND > 1 kΩ If < 1 kΩ, check ATAL for short to GND
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit
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ATA Operation • Speedometer

• Tachometer (TACH)
Diagnostic Connector
• Odometer / Hourmeter
The fuse protected B+ signal is supplied to the
Diagnostic Connector through Pin B, and GND is • Change oil message
through Pin A. American Trucking Association High
• Oil pressure gauge
(ATAH) signal runs from ECM Pin C-25 and Diagnostic
Connector Pin F. American Trucking Association Low • Engine Oil Temperature (EOT) gauge
(ATAL) signal runs from ECM Pin C-10 and Diagnostic
• Engine Coolant Temperature (ECT) gauge
Connector Pin G.
Fault Detection / Management
EGC
There are no engine DTC’s for ATA communication
There are two types of EGC modules, one uses
faults. See truck Truck Chassis Electrical
J1939 Data Link communication and the other uses
Circuit Diagram Manual and Electrical System
ATA communication. The following information is sent
Troubleshooting Guide.
through data communication:
• Engine lamp (red) Repair Information
• Engine lamp The ATA circuits use a twisted wire pair. All repairs
must maintain one complete twist per inch along the
• Coolant level lamp
entire length of the circuit. This circuit is polarized,
• Wait to start lamp one positive and one negative. Reversing the polarity
of this circuit will disrupt communication.
• Water In Fuel (WIF) lamp
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CCS (Cruise Control System)
SPN FMI Condition

596 19 Cruise Control Enable Switch not detected
on J1939
Figure 157 Function diagram for CCS
The function diagram for the CCS includes the • Park Brake Switch
following:
• Vehicle Speed Sensor (VSS)
• Cruise Lamp
Internal Sensor
Function
• Body Controller (BC)
CCS is a function of the ECM. With the use of the
• Multiplex System Module (MSM) cruise control switches, the operator is able to set,
resume, accelerate, or coast to any desired vehicle
• Cruise Control Switches
speed within range of the system.
• Accelerator Pedal Position (APP)
The ECM continuously monitors the clutch, brake and
• Brake Switch accelerator pedals before cruise can be activated, and
is used to deactivate after cruise speed has been set.
• Transmission Driveline Engaged (TDE)
EGES-455
Location
The cruise control switches are wired to the BC. The
switch state is communicated to the ECM through the
J1939 Data Link Network.
Tools
software (page 432)
CCS Pin-point Diagnostics

596 19 Cruise Control Enable Switch not • Cruise Control switch or circuit fault
detected on J1939
• See BCM for troubleshooting switch
Programmable Parameters
Verify Cruise Control Programming. Using ServiceMaxx™ software, open the Programming session file and
verify that all Parameters are set correctly.
Cruse Control Enabled If Disabled, change control to Enabled
Mode
EGES-455
Switch Checks
Turn ignition switch to ON. Connect the EST to the Diagnostic Connector. Open the CCS session to
monitor signals.
NOTE:
• If signals not within specification, diagnose switch interface with BC or MSN module. See Chassis
Electrical Circuit Diagnostic Manual and Electrical System Troubleshooting Guides.
• If within specification, go to next test point.
Brake Switch Normal state = See Note
Released
Depressed = Applied
Park Brake Normal state = OFF See Note
Depressed = ON
Cruise On/Off Unlatched = OFF See Note
Latched = ON
Cruise Set Normal state = OFF See Note
Depressed = ON
Cruise Normal state = OFF See Note
Resume/Accel
Depressed = ON
If all switches are within specifications, go to road test.
EGES-455
CKP Sensor (Crankshaft Position)
SPN FMI Condition

637 8 CKP incorrect signal signature
637 10 CKP signal inactive
Figure 158 Function diagram for the CKP sensor
The function diagram for the CKP sensor includes the Sensor Location
following:
The CKP sensor is installed in the top-left side of the
• Engine Control Module (ECM) flywheel housing.
Tools
Internal Sensor
• Crankshaft Position (CKP) Sensor
software (page 432)
• Fuel Injector (INJ)
• Engine Lamp
Function • 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
The CKP sensor provides the ECM with a crankshaft • Breakout Harness 4950 (CKP) (page 437)
speed and position signal. The ECM uses this signal
with the CMP signal to calculate engine speed and
(page 432)
crankshaft position.
EGES-455
CKP Pin-point Diagnostics

637 8 CKP incorrect signal signature • CKP sensor or circuit fault
637 10 CKP signal inactive • CKP sensor or circuit fault
Figure 159 CKP circuit diagram
Sensor and Circuit Resistance Check

Turn ignition switch to OFF. Disconnect ECM. Connect 180-Pin Breakout Box. Use DMM to measure
resistance.
E-25 to E-41 800 Ω to 1 kΩ If < 800 Ω, check for failed sensor. Go to Harness Resistance Check.
If > 1 kΩ, check for OPEN circuit or failed sensor. Go to Harness Resistance
Check.

Turn ignition switch to OFF. Leave ECM disconnected. Disconnect engine harness from sensor. Use
E-25 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
E-25 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
EGES-455

death, stay clear of rotating parts (belts and fan)
and hot engine surfaces.
Operational Checks
Connect 180-Pin Breakout Box between ECM and sensor. Set DMM to AC Volts-Hz and measure frequency.
Test Point Condition Spec
E-41 to E-25 Engine crank 100 Hz to 250 Hz @ 100 rpm to 250 rpm
Low idle 5.50 Hz to 6.50 Hz @ 650 rpm to 700 rpm
High idle 2600 Hz to 2750 Hz @ 2700 rpm
CKP Circuit Operation By comparing the CKP signal with the CMP signal, the
ECM calculates engine rpm and timing. Diagnostic
The CKP sensor contains a permanent magnet that
information on the CKP input signal is obtained by
creates a magnetic field. The signal is created when
performing accuracy checks on frequency and duty
the timing disk rotates and breaks the magnetic field
cycle with software strategies.
created by the sensor. The ECM pins for the CKP
sensor are CKPL E-25 and CKPH E-41. NOTE: The engine will not operate without a CKP
signal.
As the crankshaft turns, the CKP sensor detects a 60
tooth timing disk on the crankshaft. Teeth 59 and 60
Fault / Detection Management
are missing.
During engine cranking, the ECM monitors the CMP
The sensor produces pulses for each tooth edge
signal and ICP to verify the engine is rotating. If the
that passes it. Crankshaft speed is derived from the
CKP signal is inactive during this time, a DTC will be
frequency of the CKP sensor signal. The crankshaft
set. Electrical noise can also be detected by the ECM.
position is determined by synchronizing the SYNC
If the level is sufficient to effect engine operation, a
tooth with the SYNC gap signals from the target
corresponding DTC will be set. An inactive CKP signal
disk. From the CKP signal frequency, the ECM can
will cause a no start condition.
calculate engine rpm.
EGES-455
CMP Sensor (Camshaft Position)
SPN FMI Condition

636 2 CMP and CKP Synchronization Error
636 7 CMP to CKP incorrect reference
Figure 160 Function diagram for the CMP sensor
The function diagram for the CMP sensor includes the Sensor Location
following:
The CMP sensor is installed in the front cover, above
• Engine Control Module (ECM) and to the right of the water pump pulley.
Tools
Internal Sensor
• Camshaft Position (CMP) Sensor
software (page 432)
• Engine Lamp
The CMP sensor provides the ECM with a camshaft • Breakout Harness 4951 (CMP) (page 437)
speed and position signal. The ECM uses this
signal with the CKP signal to monitor crankshaft and
(page 432)
camshaft positions.
EGES-455
CMP Pin-point Diagnostics

636 2 CMP and CKP Synchronization Error • CMP sensor or circuit fault
• Camshaft and Crankshaft out of time
636 7 CMP to CKP incorrect reference • CMP sensor or circuit fault
• Camshaft and Crankshaft out of time
Figure 161 CMP circuit diagram
Sensor and Circuit Resistance Check

Turn ignition switch to OFF. Disconnect ECM. Connect 180-Pin Breakout Box. Use DMM to measure
resistance.
E-24 to E-42 300 Ω to 400 Ω If < 300 Ω, check for failed sensor. Go to Harness Resistance Check.
If > 400 Ω, check for OPEN circuit or failed sensor. Go to Harness
Resistance Check.
EGES-455

Turn ignition switch to OFF. Disconnect engine harness from sensor. Leave ECM disconnected. Use
If SPN 636 FMI 2 was set, remove CKP and CMP sensors and inspect for metal debris. Verify camshaft and
crankshaft are synchronized.
Operational Checks
Connect 180-Pin Breakout Box between ECM and sensor. Use DMM set to AC volts – RPM2.
Test Point Condition Spec
E-42 to E-24 Engine crank 100 rpm to 250 rpm
Low idle 650 rpm to 700 rpm
High idle 2700 rpm
CMP Circuit Operation NOTE: The engine will not operate without a CMP
signal.
The CMP sensor provides the ECM with a signal that
indicates camshaft speed and position.
Fault / Detection Management
The CMP sensor contains a permanent magnet
During engine cranking, the ECM monitors the CKP
that creates a magnetic field. The signal is created
signal to verify the camshaft is rotating. If the CMP
when a peg on the camshaft disk rotates and breaks
signal is inactive during this time, a DTC will be set.
the magnetic field. As the cam rotates, the sensor
Electrical noise can also be detected by the ECM.
identifies camshaft position. The ECM pins for the
If the level is sufficient to effect engine operation,
CMP sensor are CMPL E-24 and CMPH E-42.
a corresponding DTC will be set. An inactive CMP
By comparing the CMP signal with the CKP signal, the signal will cause a no start condition.
ECM calculates engine rpm and timing. Diagnostic
information on the CMP input signal is obtained by
performing accuracy checks on frequency and duty
cycle with software strategies.
EGES-455
Cylinder Balance
SPN FMI Condition

3387 - 3392 20 Cyl (#) Balance maximum limit exceeded
3387 - 3392 21 Cyl (#) Balance below minimum limit
Figure 162 Function diagram for the Cylinder Balance
Cylinder Balance Operation ECM uses the instantaneous engine speed near
Top Dead Center (TDC) for each cylinder as an
Many factors influence the combustion process in
indication of that cylinder’s power contribution. The
a power cylinder. This can affect the production of
ECM computes a nominal instantaneous engine
torque or horsepower from that cylinder. Some of
speed value based on all cylinders. The nominal
the factors include piston and cylinder geometry,
value would be the expected value from all cylinders
injector performance, and Injection Control Pressure.
if the engine is balanced. By knowing the error
Variations in these factors can cause unevenness in
quantities, the ECM can add or subtract fuel from a
torque and horsepower from one cylinder to the next.
particular cylinder. The control strategy attempts to
Power cylinder unevenness also causes increased
correct the cylinder imbalance by using fuel quantity
engine noise and vibration, especially at low idle
compensation through adjustments of the pulse
conditions. This is also referred to as rough idle.
width values for each fuel injector. This method of
The ECM uses a Cylinder Balance control strategy compensation is repeated until all error quantities are
to even the power contribution of the cylinders, close to zero, causing all cylinders to contribute the
particularly at low idle conditions. This strategy same amount.
incorporates information from the CKP system. The
EGES-455
Cylinder Balance Diagnostics

3387–3392 20 Cyl (#) Balance maximum limit exceeded • Low Fuel Pressure
3387–3392 21 Cyl (#) Balance below minimum limit • Aerated fuel
• Contaminated fuel
• Base engine compression
imbalance
• Failed injector (Mechanical)
SPN 3387 - 3392 FMI 20 – Cylinder (#) balance maximum limit exceeded
SPN 3387 - 3392 FMI 21 – Cylinder (#) balance below minimum limit
The ECM continuously calculates the balance of each cylinder during normal engine operation. If a cylinder
is over - or under - performing, a cylinder balance DTC will set.
Pin-point Cylinder Balance Fault
1. Visually inspect engine for damaged or disconnected components.
• Check all fluid levels.
• Check engine and control system for electrical or mechanical damage.
2. Check for other active DTC’s.
• If injector circuit faults SPN 651 through 656 are set, go to Injector circuit diagnostic.
3. Check fuel pressure, fuel aeration, and possible fuel contamination.
Note: These checks can be verified quickly by using the Fuel Pressure Test Gauge with shutoff
valve. See Fuel Pressure and Aeration test in the “HARD START AND NO START DIAGNOSTICS”
4. Check ICP voltage at switch ON, engine OFF.
• Using ServiceMaxx™ software, open the Continuous Monitor session and verify S_ICP Volt is
within KOEO specification.
• If not within specification, see ICP sensor in the “ELECTRONIC CONTROL SYSTEMS
5. Inspect EGR valve. Verify valve is not stuck open.
• Using ServiceMaxx™ software, run KOEO Output State High and Low Test while monitoring
the signal state. Verify EGR valve is working within Specification. See “APPENDIX A:
6. Run Relative Compression Test to verify if cylinder imbalance is mechanical problem and not an
injector problem.
• Check crankcase pressure.
• Check valve lash and brake lash. See Engine Service Manual.
EGES-455
7. Run Cylinder Cutout Test to verify which cylinder is not contributing.

• If a cylinder fails the Relative Compression Test, the problem is not a bad injector, but is a
cylinder compression failure. Diagnose the mechanical failure.
Note: Only replace an injector if the following checks were made without finding a problem.
• Water In Fuel
• Aerated Fuel
• Fuel Pressure
• EGR Valve Stuck Open
• Injector Electrical Faults
• Relative Compression
EGES-455
DOCIT Sensor (Diesel Oxidation Catalyst Inlet

Temperature)
SPN FMI Condition

4765 2 DOCIT signal does not agree with other exhaust
sensors
4765 3 DOCIT signal Out of Range HIGH
4765 4 DOCIT signal Out of Range LOW
4765 7 DOCIT not increasing with engine temperature
Figure 163 Function diagram for the DOCIT

sensor
EGES-455
The function diagram for the DOCIT sensor includes Sensor Location
the following:
The DOCIT sensor is the first exhaust temperature
• Engine Control Module (ECM) sensor installed down stream of the turbocharger and
with Barometric Absolute Pressure (BARO) just before the DOC.
Internal Sensor
Tools
• DOC Inlet Temperature (DOCIT) Sensor
• Exhaust Gas Recirculation (EGR) Valve software (page 432)
• Engine Throttle Valve (ETV) • NAVCoM or NAVLink Interface Kit (page 433)
• Fuel Injector (INJ) • Digital Multimeter (DMM) (page 431)
• Engine Lamps • 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
Function
• Breakout Harness 4760A (DOCIT) (page 435)
The DOCIT sensor provides a feedback signal
to the ECM indicating Diesel Oxidation Catalyst • International® Electronic Engine Terminal Test Kit
inlet temperature. Before and during a catalyst (page 432)
regeneration, the ECM will monitor this sensor along
with the DPFIT, DPFOT, DPFDP, EGRP, and ETVP.
EGES-455
DOCIT Sensor End Diagnostics

4765 2 DOCIT signal does not agree with other • DOCIT biased sensor or circuit
exhaust sensors
4765 3 DOCIT signal out of range HIGH • DOCIT signal circuit OPEN or short to
PWR
• Failed DPFOT sensor
4765 4 DOCIT signal out of range LOW • DOCIT signal circuit short to GND
4765 7 DOCIT temp not increasing with engine • Biased DPFOT sensor or circuit
temperature
Figure 164 DOCIT circuit diagram
SPN 4765 FMI 2 - DOCIT signal does not agree with other exhaust sensors
Cold Soak Sensor Compare Check
Temperature values need to be measured after four hours cold soak.
2. Using ServiceMaxx™ software, open the Continuous Monitor session.
3. Compare DOC Inlet Temp, DPF Inlet Temp and DPF Outlet Temp. All sensors should be within
10 °C (50 °F) of each other.
• If DOCIT is above or below of the other sensors, check for poor circuitry going to the DOCIT
sensor.
• If the circuits are acceptable, replace the failed DOCIT sensor.
EGES-455
SPN 4765 FMI 7 - DOCIT not increasing with engine temperature

Temperature values need to be measured after four hours of cold soak.
3. Compare DOC Inlet Temp, DPF Inlet Temp, and DPF Outlet Temp. All sensors should be within
• If DOCIT is above or below the other sensors, check for poor circuitry going to the DOCIT sensor.
• If the circuits are okay, then replace the failed DOCIT sensor.
• If code is active, proceed to the next step.

3. Disconnect chassis harness from sensor.
and hot engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST with ServiceMaxx™ software, open
the Continuous Monitor Session. 4. Connect Breakout Harness 4760A to chassis
the sensor.
DTC will go active.
EGES-455

Connect Breakout Harness 4760A. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify that correct DTC goes active when corresponding fault is induced.
EST - Check DTC SPN 4765 If SPN 4765 FMI 4 is active, check DOCIT signal for short
FMI 3 to GND. Go to Harness Resistance Check.
EST - Check DTC SPN 4765 If SPN 4765 FMI 3 is active, check DOCIT signal for
FMI 4 OPEN. Go to Harness Resistance Check.
across 2 and GND
EST - Check DTC SPN 4765 If SPN 4765 FMI 3 is active, check SIG GND for OPEN.
FMI 4 Go to Harness Resistance Check.
across 1 and 2
DOCIT Pin-point Diagnostics

Connect Breakout Harness 4760A. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
1 to B+ B+ If < B+, check for SIG GND for OPEN circuit.
2 to GND +/- 5 V If < 4.5 V, check for OPEN or short to GND. Go to Harness Resistance
Check.

Turn ignition switch to OFF. Disconnect ECM. Leave sensor disconnected. Connect 180-Pin Breakout Box
and Breakout Harness 4760A. Use DMM to measure resistance.
1 to C-37 <5Ω If > 5 Ω, check for OPEN circuit.
DOCIT Circuit Operation C-37. As temperature increases, the resistance of the

thermistor increases. This causes the signal voltage
The DOCIT is a thermistor sensor supplied with a 5
to increase.
V VREF at sensor connector Pin 2, from ECM Pin
C-8. The sensor is grounded at Pin 1 from ECM Pin
EGES-455
DPFDP Sensor (Diesel Particulate Filter

Differential Pressure)
SPN FMI Condition

3251 3 DPFDP signal Out of Range HIGH
3251 4 DPFDP signal Out of Range LOW
3251 10 DPFDP signal abnormal rate of change
Figure 165 Function diagram for the DPFDP

sensor
EGES-455
The function diagram for the DPFDP sensor includes Sensor Location
the following:
The DPFDP sensor is a differential pressure sensor
• Engine Control Module (ECM) with two tap-offs installed past the turbocharger. A
with Barometric Absolute Pressure (BARO) tap-off is located before and after the DPF.
Internal Sensor
Tools
• Exhaust Gas Recirculation (EGR) software (page 432)
• Regeneration Lamp • 3-Banana Plug Harness (page 433)
• Breakout Harness 4761A (DPFDP) (page 435)
Function
The DPFDP sensor provides a feedback signal to
(page 432)
the ECM, indicating the pressure difference between
the inlet and outlet of the Diesel Particulate Filter.
Before and during a catalyst regeneration, the ECM
will monitor this sensor along with the DOCIT, DPFIT,
DPFOT, EGRP, and ETVP.
EGES-455
DPFDP Sensor End Diagnostics

3251 3 DPFDP signal out-of-range HIGH • DPFDP signal circuit short to PWR
• Failed DPFDP sensor
3251 4 DPFDP signal out-of-range LOW • Reversed DPFDP sensor hoses
• DPFDP signal circuit OPEN or short to GND
• Failed DPFDP sensor
3251 10 DPFDP signal abnormal rate of change • DPFDP sensor tubes restricted or open
• Biased DPFDP circuit or sensor
SPN 3251 FMI 21 - DPFDP excessively LOW (Sensor/circuit fault or missing DPF)
SPN 3251 FMI 21 sets when the measured DPF differential pressure is less than a minimum value for a
certain exhaust flow rate.
1. Inspect exhaust and DPFDP sensor for damage. Check for leaks in exhaust or DPFDP sensor hose.
Check that DPFDP sensor hoses are not reversed.
2. Check DPFDP sensor for circuit faults or failed sensor.
3. Check for damaged DPF. Remove and inspect for cracks that could allow exhaust gas to bypass the
filter.
Figure 166 DPFDP circuit diagram
EGES-455
SPN 3251 FMI 2 - DPFDP above or below desired level

1. Verify DPFDP sensor hoses are not disconnected, are leaking or plumbed backwards.
4. Verify S_DPFDP Volts are within specification. See “APPENDIX A: PERFORMANCE
SPECIFICATIONS” in this manual.
• If voltage is not within specification, check circuitry for poor continuity. If circuits are okay,
replace EBP sensor.
SPN 3251 FMI 10 - DPFDP signal abnormal rate of change

1. Verify DPFDP sensor hoses are not disconnected, leaking or plumb backwards.
2. Turn switch ON, engine OFF
replace EBP sensor.
SPN 3251 FMI 21 - DPFDP excessively LOW (Sensor/circuit fault or missing DPF)
1. Verify DPFDP sensor hoses are not disconnected, leaking or plumb backwards.
replace EBP sensor.
EGES-455

NOTE: For FMI 4 or 10, verify sensor pressure hoses
are not restricted, reversed, or disconnected.
the sensor.
at suspected locations. If the circuit is
DTC will go active.
4. Connect Breakout Harness 4761A to chassis

verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
EST - Check DTC SPN 3251 If SPN 3251 FMI 3 is active, check DPFDP signal for
FMI 4 short to PWR.
DMM - Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
3 to GND If < 4.5 V, check VREF for OPEN or short to GND. Go to
EST - Check DTC SPN 3251 If SPN 3251 FMI 4 is active, check DPFDP signal for
and 3
DMM - Measure Volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to B+
EGES-455
DPFDP Pin-point Diagnostics

Connect Breakout Harness 4761A . Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
1 to B+ B+ If < B+, check for short to PWR. Go to Harness Resistance Check.
3 to GND 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Go to Harness
Resistance Check.

and Breakout Harness 4761A . Use DMM to measure resistance.
1 to C-37 <5Ω If > 5 Ω, check SIG GND circuit for OPEN
2 to C-19 <5Ω If > 5 Ω, check DPFDP signal circuit for OPEN
3 to C-51 <5Ω If > 5 Ω, check VREF circuit for OPEN
DPFDP Circuit Operation The sensor is grounded at Pin 1 from ECM Pin C-37.
The sensor returns a variable voltage signal from Pin
The DPFDP is a differential pressure sensor that is
2 to ECM Pin C-19.
supplied with a 5 V VREF at Pin 3 from ECM Pin C-51.
EGES-455
DPFIT Sensor (Diesel Particulate Filter Inlet

Temperature)
SPN FMI Condition

3242 2 DPFIT signal does not agree with other exhaust sensors
3242 3 DPFIT signal Out of Range HIGH
3242 4 DPFIT signal Out of Range LOW
3242 7 DPFIT not increasing with engine temperature
Figure 167 Function diagram for the DPFIT

sensor
EGES-455
The function diagram for the DPFIT sensor includes Sensor Location
the following:
The DPFIT sensor is the second exhaust temperature
• Engine Control Module (ECM) sensor installed down stream of the turbocharger. It is
with Barometric Absolute Pressure (BARO) located between the DOC and the DPF.
Internal Sensor
Tools
• Regeneration Lamp • 3-Banana Plug Harness (page 433)
• Breakout Harness 4760A (DPFIT) (page 435)
Function
The DPFIT sensor provides a feedback signal
(page 432)
to the ECM, indicating Diesel Particulate Filter
inlet temperature. Before and during a catalyst
with the DOCIT, DPFOT, DPFDP, EGRP, and ETVP.
EGES-455
DPFIT Sensor End Diagnostics

3242 2 DPFIT signal does not agree with other exhaust • Biased DPFIT circuit or sensor
sensors
3242 3 DPFIT signal out-of-range HIGH • DPFIT signal OPEN or short to PWR
• Failed DPFIT sensor
3242 4 DPFIT signal out-of-range LOW • DPFIT signal circuit short to GND
• Failed DPFIT sensor
3242 7 DPFIT not increasing with engine temperature • Biased DPFIT sensor or circuit
Figure 168 DPFIT circuit diagram
SPN 3242 FMI 2 - DPFIT signal does not agree with other exhaust sensors
3. Compare DPF Inlet Temp, DOC Inlet Temp and DPF Outlet Temp. All sensors should be within
• If DPFIT is above or below of the other sensors. Check for poor circuitry going to the DDPIT
sensor.
• If the circuits are okay, then replace the failed DPFIT sensor.
EGES-455

the Continuous Monitor Session.
the sensor.
DTC will go active.
4. Connect Breakout Harness 4760A to chassis

EST - Check DTC SPN 3242 If SPN 3242 FMI 4 is active, check DPFIT signal for short
EST - Check DTC SPN 3242 If SPN 3242 FMI 3 is active, check DPFIT signal for
Short 3-Banana plug harness
across 2 and GND
across 1 and 2
EGES-455
DPFIT Pin-point Diagnostics

measure voltage.
1 to B+ B+ If < B+, check for short to PWR.
2 to GND 5V If < 5 V, check for OPEN or short to GND. Go to Harness Resistance Check.

DPFIT Circuit Operation As temperature increases, the resistance of the

thermistor decreases. This causes the signal voltage
The DPFIT is a thermistor sensor supplied with
to increase.
a 5 V VREF at Pin 2 from ECM Pin C-17. The
sensor is grounded at Pin 1 from ECM Pin C-37.
EGES-455
DPFOT Sensor (Diesel Particulate Filter Outlet

Temperature)
SPN FMI Condition

3246 2 DPFOT signal does not agree with other exhaust sensors
3246 3 DPFOT signal Out of Range HIGH
3246 4 DPFOT signal Out of Range LOW
3246 7 DPFOT not warming along with engine
Figure 169 Function diagram for the DPFOT

Sensor
EGES-455
The function diagram for the DPFOT sensor includes Sensor Location
the following:
The DPFOT sensor is the third exhaust temperature
• Engine Control Module (ECM) sensor installed down stream of the turbocharger. It is
with Barometric Absolute Pressure (BARO) located just after the DPF.
Internal Sensor
Tools
• DPF Outlet Temperature (DPFOT) Sensor
Function
• Breakout Harness 4760A (DPFOT) (page 435)
The DPFOT sensor provides a feedback signal
to the ECM, indicating Diesel Particulate Filter • International® Electronic Engine Terminal Test Kit
outlet temperature. Before and during a catalyst (page 432)
with the DOCIT, DPFIT, DPFDP, EGRP, and ETV.
EGES-455
DPFOT Sensor End Diagnostics

3246 2 DPFOT signal does not agree with other • Biased DPFOT sensor or circuit
exhaust sensors
3246 3 DPFOT signal Out of Range HIGH • DPFOT signal circuit OPEN or short
to PWR
3246 4 DPFOT signal Out of Range LOW • DPFOT signal circuit short to GND
3246 7 DPFOT not warming along with engine • Biased DPFOT circuit or sensor
Figure 170 DPFOT circuit diagram
SPN 3246 FMI 2 - DPFOT signal does not agree with other exhaust sensors
3. Compare DPF Outlet Temp, DOC Inlet Temp and DPF Intlet Temp. All sensors should be within
• If DPFOT is above or below of the other sensors. Check for poor circuitry going to the DPFOT
sensor.
• If the circuits are okay, then replace the failed DPFOT sensor.
EGES-455
SPN 3246 FMI 7 - DPFOT not warming along with engine

3. Compare DPF Outlet Temp, DOC Inlet Temp and DPF Intlet Temp. All sensors should be within
• If DPFOT is above or below of the other sensors. Check for poor circuitry going to the DPFOT
sensor.
• If the circuits are okay, then replace the failed DPFOT sensor.

the Continuous Monitor Session. 4. Connect Breakout Harness 4760A to chassis
the sensor.
DTC will go active.
EGES-455

EST - Check DTC SPN 3246 If SPN 3246 FMI 4 is active, check DPFOT signal for
FMI 3 short to GND. Go to Harness Resistance Check.
EST - Check DTC SPN 3246 If SPN 3246 FMI 3 is active, check DPFOT signal for
across 2 and GND
across 1 and 2
DPFOT Pin-point Diagnostics

measure voltage.
2 to GND +/- 5 V If < 4.5 V, check for OPEN or short to GND. Go to Harness Resistance
Check.

DPFOT Circuit Operation As temperature increases, the resistance of the

thermistor increases. This causes the signal voltage
The DPFOT is a thermistor sensor that is supplied
to increase.
with a 5 V VREF at Pin 2 from ECM Pin C-67. The
sensor is grounded at Pin 1 from ECM Pin C-37.
EGES-455
EBP Sensor (Exhaust Back Pressure)
SPN FMI Condition

1209 1 EBP below desired level
1209 2 EBP signal does not agree with other
sensors at KOEO
1209 3 EBP signal Out of Range HIGH
1209 4 EBP signal Out of Range LOW
Figure 171 Function diagram for the EBP sensor
The function diagram for the EBP sensor includes the Sensor Location
following:
The EBP sensor is installed in a tube connected to the
• Exhaust Back Pressure (EBP) Sensor exhaust manifold at the top right rear of the engine.
• Engine Control Module (ECM) Tools
Internal Sensor
software (page 432)
• Exhaust Gas Recirculation (EGR) Valve
• Engine Lamp
The EBP sensor measures exhaust back pressure • 3-Banana Plug Harness (page 433)
that allows the ECM to control the EGR system.
• Breakout Harness 4850 (EBP) (page 436)
(page 432)
EGES-455
EBP Sensor End Diagnostics

1209 1 EBP below desired level • Biased EBP sensor or circuit
• Failed Turbocharger
1209 2 EBP signal does not agree with other • Biased EBP sensor or circuit
sensors at KOEO
1209 3 EBP signal Out of Range HIGH • EBP signal circuit OPEN or short to PWR
• Failed EBP sensor
1209 4 EBP signal Out of Range LOW • EBP signal circuit short to GND
• Failed EBP sensor
Figure 172 EBP circuit diagram
SPN 1209 FMI 2 - EBP signal does not agree with other sensors at KOEO
Check for Biased sensor or circuit
3. Verify S_EBP Volts are within specification. See “APPENDIX A: PERFORMANCE
replace EBP sensor.
EGES-455

the sensor.
DTC will go active.
4. Connect breakout harness to engine harness.

Connect Breakout Harness 4850 to engine harness. Leave sensor disconnected. Turn ignition switch
to ON. Use EST to verify correct DTC goes active when corresponding fault is induced. Use DMM to
measure circuits.
EST – Check DTC SPN 1209 If SPN 1209 FMI 3 is active, check EBP signal for short
FMI 4 to PWR.
EST – Check DTC SPN 1209 If SPN 1209 FMI 4 is active, check EBP signal for OPEN
FMI 3 or short to GND. Go to Harness Resistance Check.
and 3
DMM – Measure Volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to B+
EGES-455
EBP Pin-point Diagnostics

Connect Breakout Harness 4850. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Resistance Check.

Turn ignition switch to OFF. Disconnect ECM. Leave sensor disconnected. Connect 180–Pin Breakout Box
and Breakout Harness 4850. Use DMM to measure resistance.
1 to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN.
3 to E-20 <5Ω If > 5 Ω, check EBP signal circuit for OPEN.
EBP Circuit Operation The ECM continuously monitors the control system.
If the sensor signal is higher or lower than expected,
The EBP sensor is a variable capacitance sensor
the ECM disregards the sensor signal and uses a
supplied with a 5 V reference voltage at Pin 2 from
calibrated default value. The ECM will set a DTC, turn
ECM Pin E-35. The sensor is grounded at Pin 1 from
on the warning lamp, and run the engine in a default
ECM Pin E-28. The sensor returns a variable voltage
range.
signal from Pin 3 to ECM Pin E-20.

The ECM monitors the BARO sensor as a baseline for
zeroing the MAP and EBP signals.
EGES-455
EBPV (Exhaust Back Pressure Valve)
SPN FMI Condition

5543 3 EBPC short to PWR
5543 4 EBPC short to GND
Figure 173 Function diagram for the EBPV
The function diagram for the EBPV includes the Location

following:
The EBPV is installed in the exhaust pipe.
Tools
Internal Sensor • Electronic Service Tool (EST) with ServiceMaxx™
software (page 432)
• Intake Manifold Pressure (IMP) Sensor
Function
The ECM commands the EBPV to control the Exhaust (page 432)
Brake.
EGES-455
EBPV Pin-point Diagnostics

5543 3 EBPC short to PWR • EBPC circuit short to PWR
5543 4 EBPC short to GND • EBPC circuit short to GND
Figure 174 EBPV circuit diagram
Voltage Check at EBPV Connector – Output State Test

Disconnect EBPV 6-pin connector. Turn ignition switch to ON. Use DMM to measure voltage.
1 to B+ B+ If < B+, check SIG GND for OPEN circuit, see Harness
Resistance Check.
3 to B+ B+ If < B+, Check ACT GND for OPEN circuit, go to Harness
Resistance Check.
2 to GND +/- 5 V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND, go to
5 to B+ B+ If < B+, Check TC2TOP for OPEN circuit, go to Harness
Resistance Check.
6 to GND 2.4 V +/- 0.5 V If < 1.9 V, Check EBPV for OPEN circuit, go to Harness
Resistance Check.
EGES-455
Operational Voltage Check – Output State Test

Connect Breakout Harness 4834 between ECM and EBPV valve. Run KOEO Standard Test and Output
State Test High and Low. Use DMM to measure voltage.
Test Point Test Spec Comment – < Less than, > Greater than
6 to GND Output State LOW 2.4 V If <2.0 V, check EBPV circuit for OPEN
6 to GND Output State HIGH 10 V If > 10 V, check EBPV circuit for OPEN
or failed EBPV

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM and EBPV disconnected.
1 to E-28 <5Ω If > 5 Ω, check SIG GND for OPEN circuit.
2 to E-35 <5Ω If > 5 Ω, check VREF for OPEN circuit.
3 to GND <5Ω If > 5 Ω, check ACT GND for OPEN circuit.
4 to E-45 <5Ω If > 5 Ω, check TC2TOP for OPEN circuit.
5 to E-56 <5Ω If > 5 Ω, check EBPV for OPEN circuit.
EBPV Circuit Operation Fault Detection/Management

The EBPV is controlled by the ECM. It is supplied with The ECM monitors the internal BARO sensor as a
a 5 V reference voltage at Pin 2 from ECM Pin E-35. base line for zeroing the IMP and EBPV signals. An
It is grounded at Pin 1 from ECM Pin E-28 and at Pin OPEN or short to ground in the EBPV can be detected
3, through Pin 23 of the 24-Pin Engine/IP connector to by the ECM during an on-demand engine standard
ECM Pins C-2, 4, and 6. It returns a variable voltage test.
signal proportional to the measured pressure from Pin
5 to ECM Pin E-45, and Pin 6 to ECM Pin E-56.
EGES-455
ECB Valve (Engine Compression Brake)
SPN FMI Condition

4287 0 ECBP above desired level
4287 1 ECBP below desired level
4287 3 ECBP signal Out of Range HIGH
4287 4 ECBP signal Out of Range LOW
Figure 175 Function diagram for the ECB
The function diagram for the ECB includes the Function

following:
The ECB valve works in conjunction with the ICP
• Engine Control Module (ECM) system to keep the exhaust valves partially open
with Barometric Absolute Pressure (BARO) during engine braking.
Internal Sensor
The ECB valve controls pressure entering the brake
• Engine Compression Brake Pressure (ECBP) oil gallery from the high-pressure oil rail gallery. This
Sensor activates the brake actuator pistons and opens the
exhaust valves.
• Accelerator Position (APP) Sensor
• Brake Switch Valve Location
• Engine Compression Brake (ECB) Valve The ECB valve is installed in the center of the
high-pressure oil rail.
• Engine Lamp
EGES-455
Tools
software (page 432)
• Breakout Harness 4952 (8-pin UVC) (page 437)
• 500 Ohm Resistor Harness (page 433)
• 3036 – 36-Pin ECM Cables (page 429)
(page 432)
ECB Pin-point Diagnostics

4287 0 ECBP above desired level • Biased ECBP sensor of circuit
• ECB valve open when brake is commanded off
4287 1 ECBP below desired level • Biased LOW ECBP sensor
• ECBP sensor or ECB valve circuit fault
• Failed ECB valve
4287 3 ECBP signal Out of Range HIGH • ECBP circuit OPEN or short to PWR
• Failed ECBP sensor
4287 4 ECBP signal Out of Range LOW • ECBP circuit OPEN or short to PWR
Figure 176 ECB circuit diagram
EGES-455

Connect Breakout Harness 4952 to engine harness. Leave valve cover disconnected. Turn ignition switch
4 to GND 0V If > 0.25 V, check ECB-L circuit for short to PWR.
5 to GND 3.5 V +/- 1 V If < 2.5 V, check ECB-H circuit for OPEN or short to GND.
5 to GND 3.5 V +/- 1 V If > 4.5 V, check ECB-H circuit for short to PWR.
Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect Breakout Harness 4952 to engine harness. Leave valve cover
disconnected. Use DMM to measure resistance.
4 to GND <5Ω If > 5 Ω, check for OPEN circuit.
5 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4952 to valve cover connector. Leave disconnected
from engine harness. Use DMM to measure resistance.
4 to 5 10 Ω ± 2 Ω If out of specification, check UVC harness for OPEN circuits or shorts
to GND.
If UVC circuits are acceptable, replace the ECB.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4952. Leave ECM and
Gray UVC connector disconnected. Use DMM to measure resistance.
4 to D-20 <5Ω If > 5 Ω, check for OPEN circuit.
5 to E-74 <5Ω If > 5 Ω, check for OPEN circuit.
EGES-455
ECB Circuit Operation Fault Detection / Management

The ECB consists of a solenoid / valve assembly and When the engine is running, the ECM compares
is installed in the high-pressure rail between the ICP engine brake control pressure to injection control
oil gallery and the brake oil gallery. pressure and ECBP desired. When the brake is
activated, brake control pressure equals injection
The ECB valve is supplied with ground at Pin 1,
control pressure.
through Pin 4 of gray UVC connector, from ECM
Pin D-20. The ECM controls the engine brake by If the brake control pressure does not match injection
supplying 12 volts at sensor connector Pin 2, through control pressure, the ECM disables the engine brake,
Pin 5 of gray UVC connector, from ECM Pin E-74. a DTC is set, and the engine lamp is illuminated.
When the engine brake is activated, the ECM provides When the engine brake is not active and the ECM
power to activate the ECB and allows oil from the detects an undesired value, the ECM will set a DTC
injector oil gallery to flow into the brake oil gallery. and the engine lamp will be illuminated.
High-pressure oil activates the brake actuator pistons
The Output Circuit Check (OCC) can detect open or
to open the exhaust valves.
shorted circuits to the ECB during KOEO Standard
The ECM deactivates the engine brake by shutting off Test.
power to the ECB. Residual brake gallery pressure
A bias ECBP sensor can also cause a fault. The brake
initially bleeds from the actuator bore. When brake
shutoff valve and the ECBP sensor circuit should both
gallery pressure reaches 6.9 MPa (1000 psi), the
be diagnosed.
brake pressure relief valve opens and oil drains back
to the sump.
EGES-455
ECBP Sensor (Engine Compression Brake

Pressure)
SPN FMI Condition

4287 0 ECBP above desired level
4287 1 ECBP below desired level
4287 3 ECBP signal Out of Range HIGH
4287 4 ECBP signal Out of Range LOW
Figure 177 Function diagram for the ECBP sensor
The function diagram for the ECBP sensor includes Function

the following:
The ECB is a compression release brake that works in
• Engine Control Module (ECM) conjunction with the ICP system to keep the exhaust
with Barometric Absolute Pressure (BARO) valves partially open during engine braking.
Internal Sensor
The ECBP sensor provides a feedback signal to the
• Engine Compression Brake Pressure (ECBP) ECM indicating brake control pressure. The ECM
Sensor monitors the ECBP signal during engine normal and
braking operation to determine if the compression
release brake system is working without fault.
Sensor Location
The ECBP sensor is installed in the high-pressure oil
• Injection Pressure Regulator (IPR)
rail, under the valve cover.
• Engine Compression Brake (ECB)
• Engine Lamp
EGES-455
Tools
software (page 432)
• Breakout Harness 4952 (8-pin UVC) (page 437)
(page 432)
ECBP Sensor End Diagnostics

4287 0 ECBP above desired level • Biased ECBP sensor of circuit
• ECB valve open when brake is commanded off
4287 1 ECBP below desired level • To Be Determined
4287 3 ECBP signal Out of Range HIGH • ECBP circuit OPEN or short to PWR
4287 4 ECBP signal Out of Range LOW • ECBP signal circuit is short to GND
Figure 178 ECBP circuit diagram
EGES-455

1. Using the EST with ServiceMaxx™ software,
open the Continuous Monitor session.
specification. See “APPENDIX A:
PERFORMANCE SPECIFICATIONS” in
this manual.
3. Monitor sensor voltage. Verify an active DTC’s for
the sensor.
DTC’s will go active.
4. Disconnect engine harness from valve cover
connector.
5. Connect Breakout Harness 4952 to engine
harness. Leave valve cover connector
disconnected.

Connect Breakout Harness 4952 to engine harness. Leave valve cover connector disconnected. Turn
ignition switch to ON. Use EST to verify correct DTC goes active when corresponding fault is induced.
Use DMM to measure circuits.
EST – Check DTC’s SPN 4287 If SPN 4287 FMI 4 is active, check ECBP signal for short
FMI 3 to GND.
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Go to Harness
Resistance Check.
2 to GND
EST – Check DTC’s SPN 4287 If SPN 4287 FMI 3 is active, check ECBP signal for
and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, check under valve
cover harness for OPEN or shorts. If within specifications, replace sensor.
EGES-455
ECBP Pin-point Diagnostics

Connect Breakout Harness 4952 to engine harness. Leave valve cover connector disconnected. Turn
ignition switch to ON. Use DMM to measure voltage.
1 to GND 5V If < 5 V, check for short to GND.
2 to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR.
Resistance Check.
Under Valve Cover Resistance Check

Disconnect engine harness. Connect Breakout Harness 4952 to gray UVC connector. Use DMM to measure
resistance.

Turn ignition switch to OFF. Disconnect gray UVC connector and the ECM 36-pin driver connector. Connect
180-pin Breakout Box. Leave ECM and valve cover connector disconnected. Use DMM to measure
resistance.
1 to D-21 <5Ω If > 5 Ω, check ECBP signal circuit for OPEN.
2 to D-14 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
3 to D-13 <5Ω If > 5 Ω, check VREF circuit for OPEN.
EGES-455
ECBP Circuit Operation When the engine is running, the ECM compares
ECB pressure to injection control pressure and ECBP
The ECBP sensor is a micro-strain gauge sensor that
desired. When the brake is activated, ECB pressure
is supplied with a 5 V VREF at sensor connector Pin 2,
equals injection control pressure.
through Pin 3 of gray UVC connector, from ECM Pin
D-13. The sensor is grounded at sensor connector If the ECB pressure does not match injection control
Pin 1, through Pin 2 of the gray UVC connector, from pressure, the ECM disables the engine brake. A DTC
ECM Pin D-14. The sensor returns a variable voltage is set, and the engine lamp is illuminated.
signal from sensor connector Pin 3, through Pin 1 of
When the ECB is not active and the ECM detects an
gray UVC connector, to ECM Pin D-21.
undesired value, the ECM sets a DTC and the engine
lamp is illuminated.
A ECB valve that is stuck open or closed can also
The ECM continuously monitors the ECBP sensor
cause a fault. The brake shut-off valve and the ECBP
signal to determine if the signal is within an expected
sensor circuit should both be diagnosed.
range.
EGES-455
ECI Circuit (Engine Crank Inhibit)
SPN FMI Condition

None Engine starter motor will not engage
Figure 179 ECI function diagram
The function diagram for the ECI circuit consists of the also prevented when the automatic transmission is in
following: gear or the manual transmission clutch pedal is not
depressed. The starter relay can also be disabled by
an optional overcrank thermocouple.
Internal Sensor
Location
• Starter
The relay and switches are vehicle-mounted parts.
• Starter Relay For additional supporting information, see truck
Chassis Electrical Circuit Diagram Manual and
• Engine Crank Inhibit (ECI) Circuit
Electrical System Troubleshooting Guide.
Tools
Function • Digital Multimeter (DMM) (page 431)
The ECI circuit is controlled by the ECM. It prevents • 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
starter engagement while the engine is running
• Breakout Harness 4674 (ECM) (page 434)
(above a set calibrated rpm). Starter engagement is
EGES-455
ECI Circuit Diagnostics

None Engine starter motor • Transmission in gear
will not engage
• Clutch pedal not depressed
• No PWR to automatic transmission module
• No PWR to ECM
• Blown fuse
• Failed starter relay
• OPEN DDS circuit
• OPEN ECI circuit
• Failed Ignition Switch (VIGN)
• Failed starter motor
Figure 180 ECI circuit diagram
For additional circuit information see truck Chassis

Electrical Circuit Diagram Manual and Electrical
System Troubleshooting Guide.
EGES-455
Voltage Check at Relay

measure voltage.
30 to GND B+ If < B+, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
Use DMM to measure voltage while cranking engine.
86 to GND B+ If < B+, check PWR circuit to relay coil for OPEN or short to GND, blown
fuse, or possible failed ignition switch.
For additional circuit information, see truck Chassis Electrical Circuit
Diagram Manual and Electrical System Troubleshooting Guide.
85 to GND <2V If B+, check ECI control circuit for OPEN or failed thermal overcrank
protection switch.
If 4 V to 5 V, check DDS circuit to ECM, and go to Voltage Check at ECM.
If B+, check voltage at starter.
Voltage Check at ECM

Connect 180-Pin Breakout Box between ECM and chassis harness. Turn ignition switch to ON. Use DMM to
measure voltage.
C-31 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, blown fuse, or
possible failed ignition switch.
C-2 to GND
If voltage is present, check for OPEN ECM GND circuit. Go to ECM PWR
C-4 to GND 0V
in this section of manual.
C-6 to GND
C-1 to GND
If < B+, check for OPEN ECM PWR circuit. Go to ECM PWR in this section
C-3 to GND B+
of manual.
C-5 to GND
Place automatic transmission in park or neutral (manual transmission, depress clutch). Use DMM to
measure voltage.
C-65 to GND B+ If < B+, check DDS for OPEN circuit.
• For automatic transmission, see transmission diagnostics.
• For manual transmission, check PWR circuit to clutch pedal or blown
fuse. A failed clutch pedal switch is possible.
C-7 to GND <2V If > 2 V, check ECM programming.
EGES-455
Harness Resistance Check – ECM to Relay

Turn ignition switch to OFF. Disconnect ECM. Leave relay disconnected. Connect 180-Pin Breakout Box
and relay harness. Use DMM to measure resistance.
85 to C-7 <5Ω If > 5 Ω, check ECI control circuit for OPEN or possible failed thermal
overcrank protection switch.
85 to GND > 1 kΩ If < 1 kΩ, check ECI control for short to GND.
87 to starter <5Ω If > 5 Ω, check ECI control for OPEN or possible failed thermal overcrank
protection switch.
87 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND.

measure voltage.
Test Point Spec Condition
DDS B+ ECM Input – Clutch pedal not depressed or automatic transmission in gear.
C-65 to GND Cranking is disabled.
0V ECM Input – Clutch pedal to the floor or automatic transmission in park or
neutral. Cranking is enabled.
Use DMM to measure voltage while cranking engine.
ECI 0V ECM Control - Engine Crank Inhibit enabled.
C-7 to PWR
B+ ECM Control - Engine Crank Inhibit disabled.
Harness Resistance Check – Relay to Battery
WARNING: To prevent personal injury or death, always disconnect main negative battery cable
first. Always connect the main negative battery cable last.
Disconnect both battery GND cables. Disconnect ECI relay and VIGN. Use DMM to measure resistance.
86 to VIGN <5Ω If > 5 Ω, check circuit for OPEN.
30 to B+ <5Ω If > 5 Ω, check circuit for OPEN or blown fuse.
battery post
C-65 DDS See vehicle electrical diagrams. Check for OPEN or short to GND. Possible failed clutch
circuit switch or automatic transmission module circuit faults.
EGES-455
ECI Circuit Operation supplies current to energize the starter relay at Pin
86. If the engine is not running and the driveline is
The ECM controls the starting system. The clutch
not engaged, ECM Pin C-7 will enable the relay by
switch or transmission neutral switch provides input
supplying a ground to Pin 85 of the relay. When the
to the ECM. Both switches prevent the starter from
relay is closed, current passes through the relay to the
being engaged unless the automatic transmission is
starter solenoid.
in park or neutral, or the manual transmission clutch
is depressed.
Clutch Switch
DDS Circuit Manual transmissions use the clutch switch to supply
a signal to the ECM indicating the driveline is
The ECM monitors the DDS on Pin C-65. B+ indicates
disengaged. A 12 V signal on the DDS circuit
the drivetrain is disengaged and the engine is ready
indicates the clutch is disengaged. A 0 V signal
to start. Zero volts indicates the drivetrain is engaged
indicates the clutch is engaged.
and the engine is not ready to start. The source
of this signal depends on the vehicle’s hardware
Neutral Switch
configuration. See appropriate electrical diagrams
when diagnosing this circuit. Allison LCT transmissions use the neutral position
switch to supply power to the starter relay and a signal
Ignition Switch to the ECM that the driveline is disengaged. Vehicles
programmed for Allison AT/MT transmissions receive
VIGN is supplied to the starter relay coil (Pin 86) when
a 12 V signal on the DDS circuit indicating the
engine is cranked.
transmission is out of gear. A 0 V signal indicates the
transmission is in gear. When the transmission is in
ECI Circuit
gear, no power is available to the starter relay.
The ECM controls starter disable with the ECI circuit,
pin C-7 to starter relay coil Pin 85. Open or B+ will WTEC MD with Auto Neutral
disable the relay. A 0 V (GND) will enable the relay.
Allison MD World Transmission Electronically
Controlled (WTEC) transmissions (with optional
Engine Control Module (ECM)
Auto Neutral) have a crank inhibit system with an
When the ECM recognizes that the engine is not additional relay. The relay inhibits cranking when
running and the driveline is not engaged, the ECM the transmission is in auto neutral. Pin 6 of the
will ground Pin C-7. This provides a current path transmission module controls 12 V to Pin 86 of the
for the ECI relay to close when the Start switch is starter relay. Pin C-65 of the ECM receives 12 V from
engaged or the starter button is depressed. the WTEC auto neutral relay when the transmission
is shifted to neutral or auto neutral.
When the ECM recognizes that the engine is running
or the driveline is engaged, the ECM will open Pin
C-7. This prevents the ECI relay from closing and the
starter motor from engaging. There are no DTC’s associated with the ECI system.
Starter Relay
The engine starter relay controls voltage to the starter
motor. Turning the ignition switch to the start position
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ECL Switch (Engine Coolant Level)
SPN FMI Condition

111 2 ECL In-Range circuit Fault
Figure 181 Functional diagram for the ECL switch
The functional diagram for the ECL switch includes the coolant level feature is operational if programmed for
following: 3-way warning or 3-way protection.
Location
Internal Sensor The ECL switch is installed in the vehicle plastic
deaeration tank.
• Engine Coolant Level (ECL) Switch
Tools
• J1939 Datalink
• Engine Lamp(s)
software (page 432)
Function • NAVCoM or NAVLink Interface Kit (page 433)
The ECM monitors engine coolant level and alerts • Digital Multimeter (DMM) (page 431)
the operator when coolant is low. The ECM can be
• 96-Pin Breakout Box – DLC II
programmed to shut the engine off when coolant is
low.
Coolant level monitoring is a customer programmable
feature that can be programmed by the EST. The
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ECL Switch Pin-point Diagnostics

111 2 ECL In-range circuit fault • ECL sensor or circuit fault
Figure 182 ECL switch circuit diagram

Disconnect ECL switch. Turn ignition switch to ON. Use DMM to measure voltage.
A to GND 5 V +/- 0.5 V If < B+, check for short to PWR.
B to B+ B+ If < B+, check for short to GND.
Connector Resistance Check to GND

Turn ignition switch to OFF. Leave sensor disconnected. Use DMM to measure resistance.
B to GND > 1 kΩ If < 1 kΩ, check for short to GND.
A to GND >5Ω If < 5 Ω, check for OPEN circuit. Do Harness Resistance Check.

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor
1 to C2-42 4.5 V to 5 V If < B+, check for short to GND.
2 to C1-42 If < B+, check for short to PWR.
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ECL Circuit Operation Fault Detection / Management

The ECL switch operates on a capacitance sensing The ECM continuously monitors the ECL circuit for
principle. The probe of the ECL switch is installed in in-range faults. The ECM does not detect open or
the plastic deaeration tank and it forms one plate of short circuits in the ECL system. When the ECM
the capacitor, while the coolant forms the other plate. detects an in-range fault, a DTC sets.
With the coolant present, the capacitance is greater
than when the coolant is absent. This difference
in capacitance is used by the electronic sensor to
provide a solid-state ON-OFF signal at ECM Pin C-42.
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ECM PWR (Engine Control Module Power)
SPN FMI Condition

158 15 ECM Switched voltage too HIGH
158 17 ECM Switched voltage too LOW
Figure 183 Function diagram for the ECM PWR
The function diagram for ECM PWR includes the enable the relay to power-up. When the ignition switch
following: is turned off, the ECM performs internal maintenance,
then disables the ECM relay.
ECM Location
Internal Sensor
The ECM is installed on the left side of the engine, just
• ECM PWR Relay
below the intake manifold.
• Main Power Relay (MPR)
Tools
• Ignition Switch (VIGN) or Power Relay
• Battery (B+) software (page 432)
• Fuses • NAVCoM or NAVLink Interface Kit (page 433)
Function
The ECM requires battery power to operate the Body
Controller (BC) and perform maintenance after the • Breakout Harness 4674 (ECM) (page 434)
ignition switch is turned off. To do this, the ECM must
control its own power supply. When the ECM receives
(page 432)
the VIGN signal from the ignition switch, the ECM will
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ECM PWR Pin-point Diagnostics

158 15 ECM Switched voltage too HIGH • Battery voltage above 17.5 volts
• Jump start using more than system voltage
• Batteries wired incorrectly
158 17 ECM Switched voltage too LOW • Battery voltage below 7 volts
• Low discharged batteries
• Charging system failure
• High resistance in ECM powering circuits
Figure 184 ECM PWR circuit diagram
EGES-455
NOTE: Reference the truck Chassis Electrical

Circuit Diagram Manual and Electrical System
Troubleshooting Guide for vehicle side electrical
system.

measure voltage.
CAUTION: To prevent engine damage, turn the ignition switch OFF before removing ECM PWR relay or any
ECM connector supplying power to the ECM. Failure to turn the ignition switch OFF will cause a voltage spike
and damage to electrical components.
86 to GND B+ If 0 V, check power circuit to relay coil for OPEN or short to GND, or blown
fuse.
If < B+, check for failed circuitry between batteries and relay. Go to Harness
Resistance Check.
30 to GND B+ If 0 V, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
Resistance Check.
85 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Go to
If B+, check ECM PWR and ECM GND circuits at the ECM. Go to Voltage
Checks at ECM.
Voltage Checks at ECM

measure voltage.
C-31 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse.
C-2 to GND 0V
If voltage is present, check for OPEN circuit. Go to Harness Resistance
C-4 to GND 0V
Check.
C-6 to GND 0V
C-70 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Go to
C-1 to GND B+
If < B+, check for OPEN circuit, failed relay, or blown fuse. Go to Harness
C-3 to GND B+
Resistance Check.
C-5 to GND B+
EGES-455

Turn ignition switch to OFF. Disconnect ECM, ECM PWR relay, and ACT PWR relays. Connect 180-Pin
Breakout Box and Breakout Harness 4674. Use DMM to measure resistance.
C-70 to 85 <5Ω If > 5 Ω, check MPR control circuit for OPEN.
C-70 to GND > 1 kΩ If < 1 kΩ, check MPR control circuit for short to GND.
C-1 to 87 <5Ω If > 5 Ω, check ECM PWR circuit for OPEN.
C-1 to GND > 1 kΩ If < 1 kΩ, check ECM PWR circuit for short to GND.
C-2 to GND <5Ω If > 5 Ω, check ECM GND circuit for OPEN.
Harness Resistance Check on Relay Power Circuits

Turn ignition switch to OFF. Disconnect both battery GND cables. Use DMM to measure resistance.
Relay (30) to <5Ω If > 5 Ω, check for OPEN circuit or blown fuse.
battery positive
post
Relay (30) to GND > 1 kΩ If < 1 kΩ, check for short to GND.
Relay (86) to <5Ω If > 5 Ω, check for OPEN circuit or blown fuse.
battery positive
post
Relay (86) GND > 1 kΩ If < 1 kΩ, check for short to GND.
ECM PWR Circuit Operation The ECM is grounded to the battery negative terminal
at ECM Pin C-2, C-4, and C-6.
The ECM receives VIGN power at Pin C-45. This
signals the ECM to provide a ground path from Pin
C-70 to 85 to switch the ECM PWR relay. Switching
the relay provides power from the battery positive The ECM internally monitors battery voltage. When
terminal through 1 fuse and relay contacts 30 and 87 the ECM continuously receives less than 7 V or more
to Pins C-1, C-3, and C-5. than 17.5 V, a DTC will be set.
EGES-455
ECM Self Diagnostics (Engine Control Module)
SPN FMI Condition

108 2 Pressure BARO Low/High at KOEO
108 3 BARO signal Out of Range HIGH
108 4 BARO signal Out of Range LOW
628 12 ECM Memory Error
629 12 ECM Internal chip Error
1136 0 ECM Error - over temperature
Figure 185 Function diagram for the ECM
The ECM does the following: Fault Detection / Management

• Monitors and controls engine operation and The ECM automatically performs diagnostic
performance self-checks. The ECM self-test includes memory,
programming, and internal power supply checks.
• Enables PTO and Cruise Control System (CCS)
The ECM will detect internal DTC’s depending on
• Communicates engine and vehicle information to the severity of the problem. Additionally, the ECM
instrument cluster provides DTC management strategies to permit
limited engine and vehicle operation.
• Enables electronically controlled transmission (if
equipped)
• Enables diagnostic programming tools
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ECM Self Diagnostic DTC’s
SPN 108 FMI 2 - BARO Low/High at KOEO

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle Ignition Switch (VIGN).
2. If DTC is still active, replace ECM.
SPN 108 FMI 3 - BARO signal out-of-range HIGH

Checks whether the signal from the BARO sensor is above the maximum threshold.
1. Clear DTC, cycle ignition switch.
SPN 108 FMI 4 - BARO signal out-of-range LOW

Checks whether the signal from the BARO sensor is below the minimum threshold.
SPN 628 FMI 12 - ECM Error - Program memory error

Indicates an error occurred in the ECM.
SPN 629 FMI 12 - ECM Error - Internal hardware failure

Indicates an error occurred in the ECM.
SPN 1136 FMI 0 - ECM Error - over temperature

1. Correct any abnormal condition of ECM overheating.
2. If DTC is set in cool conditions, then replace ECM.
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ECT1 Sensor (Engine Coolant Temperature 1)
SPN FMI Condition

110 2 ECT1 above/below sensor compare at KOEO Cold
110 3 ECT1 signal Out of Range HIGH
110 4 ECT1 signal Out of Range LOW
Figure 186 Function diagram for the ECT1

sensor
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The function diagram for the ECT1 sensor includes • Coolant compensation
the following:
The EWPS is an optional feature that can be enabled
• Engine Control Module (ECM) or disabled. When the EWPS is enabled, the
with Barometric Absolute Pressure (BARO) operator is warned of an overheat condition and,
Internal Sensor if programmed, will shutdown the engine.
• Engine Coolant Temperature 1 (ECT1) Sensor
Sensor Location
The ECT1 sensor is installed in the water supply
• Fuel Injector (INJ) housing (refrigerant compressor mount), right of the
flat idler pulley assembly.
• Engine Lamps
Function Tools
The ECT sensor provides a feedback signal to the • Electronic Service Tool (EST) with ServiceMaxx™
ECM indicating engine coolant temperature. During software (page 432)
engine operation, the ECM will monitor the ECT signal
to control the following features:
• Engine Warning and Protection System (EWPS)
• Cold Ambient Protection (CAP)
• Idle Shutdown Timer (IST)
• Breakout Harness 4602 (ECT1) (page 434)
• Cold idle advance
EGES-455
ECT1 Sensor End Diagnostics

110 2 ECT1 above/below sensor compare at • Biased ECT1 sensor or circuit
KOEO Cold
110 3 ECT1 signal Out of Range HIGH • ECT1 signal circuit OPEN or short to PWR
• Failed ECT1 sensor
110 4 ECT1 signal Out of Range LOW • ECT1 signal circuit short to GND
• Failed ECT1 sensor
Figure 187 ECT1 circuit diagram
SPN 110 FMI 2 - ECT1 above/below sensor compare at KOEO Cold

1. Turn ignition switch ON, engine OFF
3. Compare EOT with ECT 1 and IMT. All sensors should be within -12 °C (10 °F) of each other.
• If ECT 1 is -12 °C (10 °F) above or below of the other sensors. Check for biased ECT 1 circuit
or a failed ECT 1 sensor.
• If the circuits are acceptable, replace the failed ECT 1 sensor.
EGES-455

the sensor.
DTC will go active.
4. Connect Breakout Harness to engine harness.

Connect Breakout Harness 4602. Leave sensor disconnected. Turn ignition switch to ON. Use EST to verify
correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
EST – Check DTC SPN 110 If SPN 110 FMI 4 is active, check ECT signal for short to
FMI 3 GND. Go to Harness Resistance Check.
EST – Check DTC SPN 110 If SPN 110 FMI 3 is active, check ECT signal for OPEN.
across 2 and GND
EST – Check DTC SPN 110 If SPN 110 FMI 3 is active, check SIG GND for OPEN.
across 1 and 2
EGES-455
ECT1 Pin-point Diagnostics

measure voltage.
2 to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Go to Harness Resistance
Check.

ECT1 Circuit Operation Engine Warning and Protection (EWPS)

The ECT1 is a thermistor sensor that is supplied 5 The EWPS is an optional feature that can be enabled
V VREF at Pin 2 from ECM Pin E–33. The sensor or disabled. When enabled, the EWPS will warn
is grounded at Pin 1 from ECM Pin E–28. As the the operator of an overheat condition and can be
coolant temperature increases, the resistance of the programmed to shutdown the engine.
thermistor decreases. This causes the signal voltage
The red engine lamp will illuminate when ECT reaches
to decrease.
approximately 109 °C (228 °F). A warning buzzer will
sound when ECT reaches approximately 112 °C (234
Coolant Temperature Compensation
°F). The engine will shutdown when the ECT reaches
Coolant temperature compensation reduces fuel approximately 112 °C (234 °F), if 3-way protection is
delivery if ECT is above cooling system specifications. enabled.
The reduction in fuel delivery begins when ECT
reaches approximately 107 °C (225 °F). A reduction
of 15% will be achieved as the ECT reaches The ECM continuously monitors the control system.
approximately 110 °C (230 °F). If the sensor signal is higher or lower than expected,
Fuel reduction is calibrated to a maximum of
calibrated default value. The ECM will set a DTC, turn
30% before standard engine warning or optional
on the engine lamp, and run the engine in a default
warning/protection is engaged. If warning or
range.
shutdown occurs, a DTC is stored in the ECM
memory. When this occurs, the EWPS, CAP, IST, cold idle
advance, and coolant temperature compensation
NOTE: Coolant temperature compensation may be
features are disabled.
disabled in emergency vehicles that require 100%
power on demand.
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EFC (Engine Fan Control)
SPN FMI Condition

None
Figure 188 Function diagram for EFC
The function diagram for EFC includes the following: (A/C) is on or when the ECT or AIT goes above a set
temperature.
Location
Internal Sensor
The relay and switches are vehicle mounted parts. For
• Engine Fan Control (EFC)
additional supporting information, see truck Chassis
• Body Controller (BC) Electrical Circuit Diagram Manual and Electrical
System Troubleshooting Guide.
• Multiplex System Module (MSM)
Tools
• Engine Coolant Temperature (ECT) Sensor
• Air Inlet Temperature (AIT) signal from the Mass
Air Flow (MAF) Sensor • 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
• Engine Fan Control (EFC) relay • Breakout Harness 4674 (EFC) (page 434)
Function
(page 432)
The purpose of the engine fan is to allow a higher
airflow through the radiator when the Air Condition
EGES-455
EFC Circuit Diagnostics

None Engine Fan does not operate • EFC relay control circuit OPEN or shorted to
GND
• EFC relay coil GND circuit OPEN
• Blown fuse
• Failed relay
Figure 189 EFC circuit diagram
Voltage Check at EFC Connector - Output State Test

Disconnect EFC 2-pin connector. Turn ignition switch to ON. Use DMM to measure voltage.
A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR or EFC circuit for short to GND, or
failed EFC relay.
B to GND 0 V to 0.25 V If > 0.25 V, check for OPEN circuit.
Run Output State Test HIGH.
A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR, or EFC circuit for short to GND, or
failed EFC relay.
Run Output State Test LOW.
A to GND B+ If < B+, check for OPEN circuit between relay and EFC, or EFC circuit for
OPEN, or blown fuse, or failed relay. Go to Harness Resistance Check.
A to B B+ If < B+, check GND for OPEN circuit. Do Harness Resistance Check.
EGES-455
Voltage Check at Relay - Output State Test

Connect Breakout Harness 4674 between relay and relay socket. Connect EFC and turn ignition switch
30 to GND B+ If < B+, check PWR circuit to relay switch for OPEN or short to GND, or
blown fuse. See ACT PWR Relay.
86 to GND B+ If < B+, check PWR circuit to relay coil for OPEN or short to GND, or blown
fuse. See ACT PWR Relay.
85 to GND B+ If < B+, check EFC circuit for short to GND. Go to Harness Resistance
Check.
85 to GND 0.06 V to 2 V If > 2 V, check EFC circuit for OPEN. Go to Harness Resistance Check.

Turn ignition switch to OFF. Disconnect ECM. Leave relay disconnected. Connect 180-Pin Breakout Box
and relay harness.
C-58 to 85 <5Ω If > 5 Ω, check for OPEN circuit between ECM and relay terminal.
87 to A (fan) <5Ω If > 5 Ω, check for OPEN circuit between relay terminal and A (fan).
30 to ACT <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
PWR relay 87
30 to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
86 to ACT <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
PWR relay 87
86 to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
See truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide for
fuse information.
EGES-455
EFC Circuit Operation • Disable - enables or disables the EFC feature.

The default state of the EFC is ON. B+ is needed to • Fan on temperature - indicates at what coolant
turn the fan OFF. temperature the fan will be electronically
activated.
ECM Pin C-58 controls the EFC to shut off by
supplying a ground path to the EFC relay coil Pin 85. • Fan off temperature - indicates at what coolant
ACT PWR powers the other side of the relay coil, Pin temperature the fan will be electronically
86. ACT PWR is sent through the relay switch, which deactivated.
deactivates the EFC.
EFC Programmable Parameters
An open or short to GND in the EFC can be detected
By using an EST, an authorized service technician can by the ECM during an on-demand engine standard
program the ECM to turn the EFC on for any desired test. The AIT and ECT are continuously monitored.
temperature. If a DTC is detected in the AIT or ECT circuit, the EFC
is disabled and the engine fan remains on.
• Engine fan control - indicates to the on-board
electronics whether or not the truck has the NOTE: Before diagnosing, verify that the vehicle has
electronic engine fan control feature. an electronic fan and that the ECM is programmed
correctly.
• A/C fan activation - allows fan activation through
the ECM when requested from the BC during A/C
operation.
EGES-455
EGR Actuator (Exhaust Gas Recirculation)
SPN FMI Condition

27 0 EGRP fault: over temperature
27 3 EGRP signal Out of Range HIGH
27 4 EGRP signal Out of Range LOW
27 7 EGRP does not agree with commanded position
27 14 EGR internal circuit failure
2791 2 EGR valve communication fault
2791 8 EGR valve not receiving ECM PWM signal
Figure 190 Function diagram for the EGR Actuator
The function diagram for the EGR Actuator includes Function

the following:
Nitrogen oxides (NOX) in the atmosphere contribute
• Engine Control Module (ECM) to the production of smog. NOX is formed when
with Barometric Absolute Pressure (BARO) temperatures in the combustion chamber get too hot.
Internal Sensor
The EGR system is used to reduce the amount of
• Exhaust Gas Recirculation (EGR) Actuator NOX created by the engine. Exhaust gases that have
already burned do not burn again. The EGR valve
• Engine Lamp
recirculates exhaust back into the intake stream.
• Mass Air Flow (MAF) Sensor This will cool the combustion process and reduce the
formation of NOX.
• J1939 Data Link
Component Location
The EGR valve is installed in the EGR manifold
between the throttle body and the intake manifold.
EGES-455
Tools
software (page 432)
• Breakout Harness 4948 (EGR) (page 437)
(page 432)
EGR Pin-point Diagnostics

27 0 EGRP fault: over temperature • EGR over heated
• Low coolant flow through EGR
• Failed EGR Cooler
27 3 EGRP signal Out of Range HIGH • EGRP circuit OPEN or short to PWR
27 4 EGRP signal Out of Range LOW • EGRP circuit OPEN or short to GND
27 7 EGRP does not agree with • Sticking or failed EGR valve
commanded position
• EGRP circuit fault
• EGRC circuit fault
• EGR Failure
27 14 EGRP internal circuit failure • EGR failure
2791 2 EGR valve communication fault • EGR_C circuit fault
2791 8 EGR valve not receiving ECM PWM • EGR_C circuit fault
signal
EGES-455
Figure 191 EGR circuit diagram

Connect Breakout Harness 4948 to engine harness, leave EGR disconnected. Turn ignition switch to ON.
Use DMM to measure voltage.
4 to GND B+ If < B+, check ACT PWR circuit for OPEN or short to GND, or blown
fuse. Go to Harness Resistance Check.
3 to B+ B+ If < B+, check ACT PWR GND circuit for OPEN. Go to Harness
Resistance Check.
1 to GND 5.0 V +/- 0.5 If < 4.5, volt, Check EGRP for and OPEN circuit
V
2 to GND 1.5 V +/- 0.5 If < 1.0, volt, Check EGR_C for and OPEN circuit
V
If voltage measurements are within specification, continue to EGR Operational Checks.
EGES-455

Connect Breakout Harness 4948 between engine harness and EGR valve. Run KOEO Standard Test
and Output State Test High and Low. Use DMM to measure voltage.
1 to GND Output State LOW 1.8 V +/- If > 2.3 V, check EGRP for OPEN circuit
1V
1 to GND Output State HIGH 10.0 V +/-
If < 9.5 V, check EGRP for OPEN circuit
1V
2 to GND Output State LOW 4.0 V +/-
If < 3.5 V, check EGR_C for OPEN circuit
1V
2 to GND Output State HIGH 10.0 V +/- If < 9.0 V, check EGR_C for OPEN circuit
1V
Using ServiceMaxx™ software with EGR valve connected.
EGR Ctrl Output State LOW 35%
EGR Ctrl Output State HIGH 90%
EGR Position Output State LOW 35%
EGR Position Output State HIGH 90%

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and breakout harnesses to EGR actuator and
ACT PWR relay. Leave ECM, EGR, and relay disconnected.
1 to C-26 <5Ω If > 5 Ω, check EGRP for OPEN in circuit.
2 to E-71 <5Ω If > 5 Ω, check EGR_C for OPEN in circuit.
3 to GND <5Ω If > 5 Ω, check ACT GND for OPEN in circuit.
4 to relay 87 <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
EGR Circuit Operation 24–pin connector, and from battery ground. The ECM
controls the EGR actuator through the ECM Pin E-71
The EGR actuator receives power at EGR Pin 4,
to EGR Pin 2, and ECM C-26, through Pin 14 of the
through Pin 1 of the 24–pin connector, from Pin 87
24–pin connector, to EGR Pin 1.
of the ACT PWR relay. Ground for the EGR actuator
is supplied at EGR Pin 3, through Pin 23 of the
EGES-455
EGT Sensor (Exhaust Gas Temperature)
SPN FMI Condition

173 3 EGT signal Out of Range HIGH
173 4 EGT signal Out of Range LOW
Figure 192 Function diagram for the EGT sensor
EGES-455
The function diagram for the EGT sensor includes the Tools
following:
• Engine Control Module (ECM) software (page 432)
Internal Sensor
• Exhaust Gas Temperature (EGT) Sensor
• J1939 Data Link
• Injectors (INJs)
• Breakout Harness 4946 (EGT) (page 436)
(page 432)
• Engine Lamps
Sensor Location
The EGT sensor is located in the exhaust manifold, in
front of the turbocharger.
EGES-455
EGT Sensor End Diagnostics

173 3 EGT signal Out of Range HIGH • EGT signal circuit OPEN or short to PWR
• Failed EGT sensor
173 4 EGT signal Out of Range LOW • EGT signal circuit short to GND
• Failed EGT sensor
Figure 193 EGT circuit diagram
EGES-455

the Continuous Monitor Session.
the sensor.
DTC will go active.
EGT Pin-point Diagnostics

NOTE: It is normal for the EGT sensor to display 413 °C (775 °F ) when the engine is cool. The sensor does
not start measuring correctly until the engine is warm.
Connect sensor Breakout Harness 4946 to engine harness. Leave sensor disconnected. Turn ignition switch
1 to B+ B+ If < B+, check for OPEN or short to PWR.
Check.

Turn ignition switch to OFF. Connect 180-pin Breakout Box and sensor Breakout Harness 4946. Leave
ECM and sensor disconnected.
EGES-455
EGT Circuit Operation Fault Detection / Management

The EGT is a thermistor sensor supplied with a 5 The ECM continuously monitors the control system.
V VREF at Pin 1 from ECM Pin E–50. The sensor If the sensor signal is higher or lower than expected,
is grounded at Pin 2 from ECM Pin E–28. As the ECM disregards the sensor signal and uses a
the temperature increases, the resistance of the calibrated default value. The ECM will set a DTC, turn
thermistor decreases. This causes the signal voltage on the engine lamp, and run the engine in a default
to decrease. range.
EGES-455
EOP Sensor (Engine Oil Pressure)
SPN FMI Condition

100 3 EOP signal Out of Range HIGH
100 4 EOP signal Out of Range LOW
Figure 194 Function diagram for the EOP sensor
The function diagram for the EOP sensor includes the Sensor Location
following:
The EOP sensor is installed in the left side of the
• Engine Control Module (ECM) crankcase, below the left side of the fuel filter housing.
Tools
Internal Sensor
• Engine Oil Pressure (EOP) Sensor
software (page 432)
• Engine Lamps
The EOP sensor provides a feedback signal to the • 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
ECM indicating engine oil pressure. During engine
operation, the ECM will monitor the EOP signal to
determine if the oil pressure is satisfactory. If oil • Breakout Harness 4850 (EOP) (page 436)
pressure is below desired pressure, the ECM will turn
on the red engine lamp.
(page 432)
An optional feature, the EWPS, can be enabled to
warn the engine operator and shut the engine down
when a low engine oil pressure condition occurs.
EGES-455
EOP Sensor End Diagnostics

100 3 EOP signal Out of Range HIGH • EOP signal circuit short to PWR
• Failed EOP sensor
100 4 EOP signal Out of Range LOW • EOP signal circuit OPEN or short to GND
• Failed EOP sensor
Figure 195 EOP circuit diagram

death, stay clear of rotating parts (belts and fan) 4. Disconnect engine harness from sensor.
1. Using EST with ServiceMaxx™ software, open corrosion, or loose pins. Repair if necessary.
the Continuous Monitor session. 5. Connect Breakout Harness to engine harness.
2. Verify sensor voltage is within KOEO Leave sensor disconnected.
this manual.
the sensor.
DTC will go active.
EGES-455

Connect sensor Breakout Harness 4850. Leave sensor disconnected. Turn ignition switch to ON. Use EST
to verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
EST – Check DTC SPN 100 If SPN 100 FMI 3 goes active, check EOP signal for short
FMI 4 to PWR.
EST – Check DTC SPN 100 If SPN 100 FMI 4 goes active, check EOP signal for
Short 500 breakout harness
across 2 and 3
DMM – Measure volt B+ If <B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to B+
EOP Pin-point Diagnostics

Connect sensor Breakout Harness 4850. Leave sensor disconnected. Turn ignition switch to ON. Use
DMM to measure voltage.
1 to B+ B+ If <B+, check for short to PWR.
Resistance Check.
3 to GND 0V If > 0.25 V, check for short to PWR. Go to Harness Resistance Check.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and sensor Breakout Harness 4850. Leave
ECM and sensor disconnected. Use DMM to measure resistance.

3 to E-13 <5Ω If > 5 Ω, check EOP signal circuit for OPEN.
EGES-455
EOP Circuit Operation Fault Detection / Management

The EOP sensor is a variable capacitance sensor The ECM continuously monitors the control system. If
supplied with a 5 V VREF at Pin 2 from ECM Pin the sensor signal is higher or lower than expected, the
E-35. The sensor is grounded at Pin 1 from ECM Pin ECM will disable the EWPS, set a DTC, and turn on
E-28. The sensor returns a variable voltage signal the warning lamp.
from Pin 3 to ECM Pin E-13.
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EOT Sensor (Engine Oil Temperature)
SPN FMI Condition

175 2 EOT in-range fault
175 3 EOT signal Out of Range HIGH
175 4 EOT signal Out of Range LOW
Figure 196 Function diagram for the EOT sensor
The function diagram for the EOT sensor includes the • Fuel Injector (INJ)
following:
Internal Sensor • Engine Lamps
• Engine Oil Temperature (EOT) Sensor
EGES-455
Function
The EOT sensor provides a feedback signal to the
ECM indicating engine oil temperature. The ECM
monitors the EOT signal to control fuel quantity and
timing throughout the operating range of the engine.
The EOT signal allows the ECM to compensate for oil
viscosity variations due to temperature changes in the
operating environment, ensuring adequate power and
torque are available for all operating conditions.
Fast Idle Advance

Fast idle advance increases engine cold idle speed
up to 750 rpm (normally 700 rpm) for faster warmup
to operating temperature. This is accomplished by the
ECM monitoring the EOT sensor input and adjusting
the fuel injector operation accordingly.
Low idle speed is increased proportionally when the
engine oil temperature is between 15 °C (59 °F ) at
700 rpm to below -10 °C (14 °F ) at 750 rpm.
Sensor Location
The EOT sensor is installed in the rear of the front
cover, left of the high-pressure pump assembly.
software (page 432)
• Breakout Harness 4602 (EOT)(page 434)
(page 432)
EOT Sensor End Diagnostics

175 2 EOT in-range fault • Biased EOT circuit or sensor
175 3 EOT signal Out of Range HIGH • EOT signal OPEN or short to PWR
• Failed EOT sensor
175 4 EOT signal Out of Range LOW • EOT signal circuit short to GND
• Failed EOT sensor
EGES-455
Figure 197 EOT circuit diagram
SPN 175 FMI 2 - EOT In Range Fault

3. Compare EOT with ECT 1 and IMT. All sensors should be within -12 °C (10 °F) of each other.
• If EOT is -12 °C (10 °F) above or below other sensors, check for biased EOT circuit or a failed
EOT sensor.
• If the circuits are acceptable, replace the failed EOT sensor.
EGES-455

the sensor.
DTC will go active.

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
EST – Check DTC SPN 175 If SPN 175 FMI 4 goes active, check EOT signal for short
EST – Check DTC SPN 175 If SPN 175 FMI 3 goes active, check EOT signal for
across 2 and GND
EST – Check DTC SPN 175 If SPN 175 FMI 3 goes active, check SIG GND for OPEN.
across 1 and 2
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EOT Pin-point Diagnostics

Connect sensor Breakout Harness 4602. Leave sensor disconnected. Turn ignition switch to ON. Use
DMM to measure voltage.
1 to B+ B+ If <B+, check for OPEN or short to PWR.
Check.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and sensor Breakout Harness 4602. Leave
ECM and sensor disconnected. Use DMM to measure resistance.
EOT Circuit Operation Fault Detection / Management

The EOT is a thermistor sensor supplied with a 5 The ECM continuously monitors the control system.
V VREF at Pin 2 from ECM Pin E–66. The sensor If the sensor signal is higher or lower than expected,
is grounded at Pin 1 from ECM Pin E–28. As the ECM disregards the sensor signal and uses a
temperature increases, resistance of the thermistor calibrated default value. The ECM will set a DTC, turn
decreases. This causes signal voltage to decrease. on the engine lamp, and run the engine in a default
range of -20 °C (-4 °F) for starting, and 100 °C (212
°F) for engine running conditions.
EGES-455
ETV (Engine Throttle Valve)
SPN FMI Condition

51 2 ETP feedback signal error
51 7 ETP does not agree with commanded position
51 11 ETP operation fault – underVolt, overAmp, overTemp/ETP H-bridge Electrical Check
3464 3 ETC short to PWR
3464 4 ETC short to GND
Figure 198 Function diagram for the ETV
The function diagram for the ETV includes the • Engine Control Module (ECM)
following: with Barometric Absolute Pressure (BARO)
Internal Sensor
• Engine Lamp
• Engine Throttle Valve Control High (ETV-CH)
circuit • DPF Differential Pressure (DPFDP) Sensor
• Engine Throttle Valve Control High (ETV-CL) • DOC Inlet Temperature (DOCIT) Sensor
circuit
• Engine Throttle Position (ETP) Sensor
• DPF Outlet Temperature (DPFOT) Sensor
EGES-455

The ETV is used to control air/fuel mixture during a • Digital Multimeter (DMM) (page 431)
regeneration process of the AFT system. The ETV
is also used to insure a smooth engine shutdown by
restricting airflow to the engine at shutdown. • 3-Banana Plug Harness (page 433)
• Breakout Harness 4735A (ETV) (page 434)
Component Location
The ETV is installed on the air intake between the air
(page 432)
filter housing and EGR mixer duct.
Tools
software (page 432)
EGES-455
ETV Actuator End Diagnostics

51 2 ETP feedback signal error • ETP signal fault
• ETV failure
51 7 ETP does not agree with command position • Sticking or failed ETV
51 11 ETV operation fault- underVolt, overAmp, • Sticking or failed ETV
overTemp/ ETP H-bridge Electrical Check
• ETV failure
3464 3 ETC short to PWR • ETC circuit short to PWR
• Failed ETV
3464 4 ETC short to GND • ETC circuit short to GND
• Failed ETV
Figure 199 ETV actuator circuit diagram
EGES-455

WARNING: To prevent personal injury or the sensor.
1. Using EST with ServiceMaxx™ software, open at suspected location. If the circuit is
the Continuous Monitor session. interrupted, the signal will spike and the
DTC will go active.
specification. See “APPENDIX A: • If code is active, proceed to the next step.
this manual.
EGES-455
ETV Actuator Circuit Check

Connect breakout harness. Leave ETV disconnected. Turn ignition switch to ON. Use EST to monitor signal
and DMM to measure voltage during Continuous Monitor test.
EST - Check DTC SPN 3464 If SPN 3464 FMI 3, check ETP signal for short to PWR.
FMI 4
DMM - Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
EST - Check DTC SPN 3464 If SPN 3464 FMI 4, check ETP signal for OPEN. Go to
FMI 3 Harness Resistance Check.
and 1
DMM - Measure volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
3 to B+
DMM - Measure volts B+ If < B+, check ETV-CL for OPEN or short to GND. Go to
2 to GND
DMM - Measure volts B+ If < B+, check ETV-CH for OPEN or short to GND. Go to
6 to GND
ETV Actuator Pin-point Diagnostics

Connect breakout harness. Leave actuator disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
3 to GND 0V If > 0.25 V, check SIG GND for short to PWR.
Resistance Check.
5 to GND 0V If > 0.25 V, check ETP for short to PWR. Go to Harness Resistance Check.
2 to GND B+ If < B+, check ETV–CL for OPEN or short to GND. Go to Harness
Resistance Check.
6 to GND B+ If < B+, check ETV–CH for OPEN or short to GND. Go to Harness
Resistance Check.
If checks are within specification, go to Connector Resistance Check to GND.
EGES-455

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and actuator breakout harness. Leave ECM and
actuator disconnected. Use DMM to measure resistance.
5 to E-68 <5Ω If > 5 Ω, check ETP signal circuit for OPEN
3 to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN
2 to E-57 <5Ω If > 5 Ω, check ETV–CL circuit for OPEN
2 to E-75 <5Ω If > 5 Ω, check ETV–CL circuit for OPEN
6 to E-58 <5Ω If > 5 Ω, check ETV–CH circuit for OPEN
6 to E-76 <5Ω If > 5 Ω, check ETV–CH circuit for OPEN
1 to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN
EGES-455
ETP sensor causes ETVL circuit to go low. The opposite occurs

when the valve is commanded open.
The ETP is a potentiometer sensor that is supplied
with a 5 V VREF at Pin 1 from ECM Pin E-35. The Variable voltage is needed to move the valve. Very
sensor is grounded at Pin 3 from ECM Pin E-28. The little voltage is needed to maintain its position.
sensor returns a variable voltage signal from Pin 5 to
ECM Pin E-68. Fault Detection / Management
The ECM will continuously monitor the ETVP sensor.
ETV actuator
If the sensor signal is higher or lower then expected,
The ECM controls the ETV with a Pulse Width the ECM will set a DTC and turn on the engine lamp.
Modulation (PWM) signal through H-bridge circuitry.
An open or short on the ETV controlling circuits can
PWM voltage is supplied by a series of pulses. To only be detected by on-demand output circuit check
control motor speed, it varies (modulates) the width of during KOEO Standard Test. If there is a circuit fault
the pulses. detected, a DTC will set.
H-bridge is a bipolar circuit. The ECM controls the
ETV to close by driving the ETVH circuit high, this
EGES-455
EWPS (Engine Warning and Protection System)
SPN FMI Condition

100 1 Engine Oil System below Critical Pressure
100 18 Engine Oil System below Warning Pressure
110 0 Engine Coolant System above Critical Temperature
110 15 Engine Coolant System above Warning temperature
111 1 Low Engine Coolant Level
190 0 Engine overspeed detected
Figure 200 Function diagram for the EWPS
The function diagram for the EWPS includes the • Camshaft Position (CMP) Sensor
following:
• Engine Oil Pressure (EOP) Switch
• Engine Coolant Temperature 1 (ECT1) Sensor
Internal Sensor • Engine Coolant Level (ECL) Sensor
• Crankshaft Position (CKP) Sensor • Engine Lamps
EGES-455
Function • ECL - Low engine coolant level warning

The Engine Warning Protection System (EWPS) 3-way Protection – Engine shutdown is available if
warns the operator of conditions that can damage the critical condition is detected.
engine.
• ECT, EOP, ECL - Same as 3-way Warning
The Standard Warning System is the base system
• ECT - Engine over-heat critical protection
with which all engines are equipped. If one of these
faults is detected, the ECM will illuminate the red • EOP - Low engine oil pressure critical protection
OIL/WATER (OWL) lamp and set a corresponding
• ECL - Low engine coolant level critical protection
DTC.
Warning – Temperature above specific threshold will
Standard Warning – No engine shutdown available.
sound a buzzer, illuminate the red OWL and set a
• RPM - Engine over-speed warning DTC.
• ECT - Engine over-heat warning Critical – Temperature above specific threshold will
shutdown the engine and set a DTC. The operator
The following optional features of the base system
has 30 seconds to safely pull vehicle off the road
provide added warning or protection.
before the engine shuts off. A red STOP ENGINE
2-way Warning – No engine shutdown available. warning lamp will illuminate when engine shutdown
is approaching. The ECM allows the engine to be
• ECT - Engine over-heat warning
restarted and run for 30-second periods.
• EOP - Low engine oil pressure warning
Event log – This feature will log occurrences of the
3-way Warning – No engine shutdown available. event according to the engine hours and odometer
readings.
• ECT - Engine over-heat warning
• EOP - Low engine oil pressure warning
EGES-455
EWPS Programmable Parameters EOP RPM Boundary 1. Failure to meet set point will
turn on the OIL/WATER lamp and warning buzzer.
ENG-PROT-MODE
EOP Warning Pressure Region 2 – Specifies the
• 0 = Standard Warning
minimum oil pressure with engine speed greater
• 1 = 3-way Warning than EOP RPM Boundary 1 but less than EOP RPM
Boundary 2. Failure to meet set point will turn on the
• 2 = 3-way Protection
OWL and warning buzzer.
• 3 = 2-way Warning
EOP Warning Pressure Region 3 – Specifies the
Engine Coolant Warning Temp – Specifies minimum oil pressure with engine speed greater
temperature threshold. An OWL and warning buzzer than EOP RPM Boundary 2 but less than EOP RPM
will be turned on. Boundary 3. Failure to meet set point will turn on the
OWL and warning buzzer.
Engine Coolant Warning Temp – Specifies
temperature threshold. An engine shutdown will Engine oil critical pressure for region 1 – Specifies
be commanded. the minimum oil pressure with engine speed greater
than EOP RPM Boundary 1. Failure to meet set point
EOP RPM Boundary 1 – Specifies at what RPM a
will command an engine shutdown.
specified oil pressure (engine oil critical pressure for
region 1) should be detected. Engine oil critical pressure for region 2 – Specifies
the minimum oil pressure with engine speed greater
than EOP RPM Boundary 1 but less than EOP RPM
Boundary 2. Failure to meet set point will command
region 2) should be detected.
an engine shutdown.
Engine oil critical pressure for region 3 – Specifies
the minimum oil pressure with engine speed greater
region 3) should be detected.
than EOP RPM Boundary 2 but less than EOP RPM
EOP Warning Pressure Region 1 – Specifies the Boundary 3. Failure to meet set point will command
minimum oil pressure with engine speed greater than an engine shutdown.
EGES-455
SPN 100 FMI 1 SPN 110 FMI 0

Engine Oil System below critical pressure Engine Coolant System above Critical
Temperature
• SPN 100 FMI 1 is set by the ECM, when the
engine oil pressure drops below the critical level • SPN 110 FMI 0 is set by the ECM when the
while the engine is running. The specifications engine coolant temperature is above 116 °C (240
are: °F). The ECM illuminates the red lamp. When
the temperature drops below 116 °C (240 °F),
• 14 kPa (2 psi) @ 700 rpm
the DTC will become inactive. For diagnostics,
• 34 kPa (5 psi) @ 1400 rpm see Coolant Over-Temperature in the “ENGINE
SYMPTOMS DIAGNOSTICS” section of this
• 152 kPa (22 psi) @ 2000 rpm
manual.
• For diagnostics, see Low Oil Pressure in
• For high altitude applications 103 kPa (15 psi)
“ENGINE SYMPTOMS DIAGNOSTICS”.
radiator cap, SPN 110 FMI 0 is set by the ECM
• SPN 100 FMI 1 can be set by an open, circuit short when the engine coolant temperature is above
to voltage source in the EOP circuit, a loose or 119 °C (246 °F). When the temperature drops
failed EOP switch, or low oil pressure. below 119 °C (246 °F), the DTC will become
inactive.
• When SPN 100 FMI 1 is active, the red lamp
flashes and sounds an audible signal.
SPN 110 FMI 15
Coolant System above warning temperature
SPN 100 FMI 18
Engine Oil System below warning pressure • SPN 110 FMI 15 is set by the ECM when the
engine coolant temperature is above 113 °C (235
• SPN 100 FMI 18 is set by the ECM, when engine
°F). The ECM illuminates the red lamp (OWL
oil pressure is lower than expected while the
for CF). When the temperature drops below 113
engine is running. The specifications for the
°C (235 °F) the DTC will become inactive. For
warning are:
diagnostics, see Coolant Over-Temperature in the
• 34 kPa (5 psi) @ 700 rpm “ENGINE SYMPTOMS DIAGNOSTICS” section
of this manual.
• 69 kPa (10 psi) @ 1400 rpm
• For high altitude applications 103 kPa (15 psi)
• 138 kPa (20 psi) @ 2000 rpm
radiator cap, SPN 110 FMI 15 is set by the ECM
• For diagnostics, see Low Oil Pressure when the engine coolant temperature is above
Diagnostics in the “ENGINE SYMPTOMS 116 °C (240 °F). When the temperature drops
DIAGNOSTICS”. below 116 °C (240 °F), the DTC will become
inactive.
• SPN 100 FMI 18 can be set by an open, circuit
short to voltage source in the EOP circuit, a loose
or failed EOP switch, or low oil pressure.
• When SPN 100 FMI 18 is active, the red lamp is
illuminated.
EGES-455
SPN 111 FMI 1 • SPN 190 FMI 0 can be set due to any of the
Low Engine Coolant Level following conditions:
• SPN 111 FMI 1 is set by the ECM when coolant is • Excessive engine speed in an unintended
low. When the EWPS mode is 3-way protection downshift.
and SPN 111 FMI 1 is active, the engine will
• Steep acceleration downhill without correct
shutdown. The ECM will log the engine hours
brake application.
and odometer reading at the time of occurrence.
After the shutdown, the engine can be restarted • External fuel source being ingested into air
for thirty seconds. When the coolant has returned intake system.
to correct levels, SPN 111 FMI 1 will become
• When SPN 190 FMI 0 is active, the lamp will not
active.
illuminate, but the engine hours and miles of the
NOTE: If the coolant level is correct, do ECL last two overspeed occurrences will be recorded
Connector Voltage Test in this section. An ECL in the engine event log.
signal shorted to ground can cause SPN 111 FMI 1.
SPN 190 FMI 0
Engine overspeed detected
• SPN 190 FMI 0 is set by the ECM when the engine
rpm has exceeded 3200 rpm.
EGES-455
FDP Sensor (Fuel Delivery Pressure)
SPN FMI Condition

94 0 Fuel Delivery Pressure above maximum
94 1 Fuel Delivery Pressure below minimum
94 3 FDP signal Out of Range HIGH
94 4 FDP signal Out of Range LOW
Figure 201 Function diagram for the FDP sensor
The function diagram for the FDP sensor includes the operation, if pressure is not satisfactory, the ECM will
following: turn on the amber FUEL lamp to alert the operator
when the fuel filter needs servicing.
with Barometric Absolute Pressure (BARO) NOTE: The Fuel Delivery Pressure sensor is only
Internal Sensor capable of measuring up to 517 kPa (75 psi)
of pressure, even though fuel pressure normally
• Fuel Delivery Pressure (FDP) Sensor
operates at 621 kPa (90 psi).
• Engine Lamps
Sensor Location
Function
The FDP sensor is installed in the fuel filter housing
The FDP sensor provides a feedback signal to the on the left side of the crankcase.
ECM indicating engine fuel pressure. During engine
EGES-455
Tools
software (page 432)
• Breakout Harness 4850 (FDP) (page 436)
(page 432)
FDP Sensor End Diagnostics

94 0 Fuel Delivery Pressure above • FDP above 145 psi with engine running
maximum
• Restricted Fuel Regulator
• Restricted Fuel Return line
• Biased FDP sensor or circuit
94 1 Fuel Delivery Pressure below minimum • Dirty fuel filter
• Aerated Fuel
• Restricted or open fuel supply line
• Low or empty fuel supply tank
• Biased FDP sensor or circuit
• Failed Fuel Pump
94 3 FDP signal Out-of-Range HIGH • FDP signal circuit short to PWR
• Failed FDP sensor
94 4 FDP signal Out-of-Range LOW • FDP signal circuit OPEN or short to GND
• Failed FDP sensor
EGES-455
Figure 202 FDP circuit diagram
EGES-455

1. Using EST and ServiceMaxx™ software, open
this manual.
the sensor.
DTC will go active.

EST – Check DTC SPN 94 If SPN 94 FMI 3 is active, check EFP signal for short to
FMI 4 PWR.
EST – Check DTC SPN 94 If SPN 94 FMI 4 is active, check FDP signal for OPEN or
Short breakout harness
across 2 and 3
DMM – Measure volt +B If <B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to B+
EGES-455
FDP Pin-point Diagnostics

measure voltage.
1 to B+ B+ If < B+, check for OPEN in SIG GND circuit.
Resistance Check.
3 to GND 0V If > 0.25 V, check for short to PWR. Go to Harness Resistance Check.

3 to E-32 <5Ω If > 5 Ω, check EFP signal circuit for OPEN.
FDP Circuit Operation Fault Detection / Management

The FDP sensor is a variable capacitance sensor The ECM continuously monitors the control system.
supplied with a 5 V VREF at Pin 2 from ECM Pin If the sensor signal is higher or lower than expected,
E-35. The sensor is grounded at Pin 1 from ECM Pin the ECM disregards the sensor signal and uses a
E-28. The sensor returns a variable voltage signal calibrated default valve. The ECM will set a DTC, turn
from Pin 3 to ECM Pin E-32. on the engine lamp, and run the engine in a default
range.
EGES-455
FPC (Fuel Pump Control)
SPN FMI Condition

94 0 Fuel Delivery Pressure above maximum
94 1 Fuel Delivery Pressure below minimum
Figure 203 Function diagram for the FPC
EGES-455
The function diagram for the FPC includes the Fuel Pump Location
following:
The fuel pump is located in the fuel filter module.
Tools
Internal Sensor • Electronic Service Tool (EST) with ServiceMaxx™
software (page 432)
• Fuel Pump Control (FPC)
• Fuel Pump Monitor (FPM)
• FDP Sensor
Function
• Breakout Harness 6023 (FPC) (page 439)
The FPC supplies fuel to the engine at approximately
• Breakout Harness 4674 (Relay) (page 434)
620 kPa (90 psi). The ECM drives the fuel pump
directly, using H-Bridge driver. • International® Electronic Engine Terminal Test Kit
(page 432)
NOTE: The Fuel Delivery Pressure (FDP) sensor is
only capable of measuring up to 517 kPa (75 psi)
of pressure, even though fuel pressure normally
operates at 621 kPa (90 psi).
EGES-455
FPC Pin-Point Diagnostics

94 0 FDP above maximum • Fuel regulator stuck closed or blocked with debris
• Fuel return line restriction between fuel filter
housing and fuel tank
94 1 FDP below minimum • Dirty fuel filter
• Aerated fuel
• Restricted or open fuel supply line
• Low or empty fuel supply tank
• EDP sensor or circuit fault
• Failed fuel pump
SPN 94 FMI 0 – Fuel Delivery Pressure above maximum

Fuel Delivery Pressure Check
1. Connect Fuel Pressure Gauge to the Fuel Pressure Test port at the intake manifold.
2. Using ServiceMaxx™ software, monitor the Fuel Delivery Pressure signal.
3. Turn the ignition switch ON, the fuel pump will only run for 10 seconds before commanded off.
4. Check measurement after the fuel pump is commanded off.
• If fuel pressure gauge indicates below 206 kPa (30 psi) and ServiceMaxx™ software is
displaying above 482 kPa (70 psi), check FDP sensor / circuit for fault. See FDP sensor
in this section.
• If fuel pressure gauge indicates above 206 kPa (30 psi), then check for restricted fuel regulator
or fuel return line. See Fuel System in “HARD START AND NO START” section this manual
SPN 94 FMI 1 – Fuel Delivery Pressure below minimum

Fuel Delivery Pressure Check
1. Connect Fuel Pressure Gauge to the Fuel Pressure Test port at the intake manifold.
2. Using ServiceMaxx™ software, monitor the Fuel Delivery Pressure signal.
3. Turn the ignition switch ON, the fuel pump will only run for 10 seconds before commanded off.
4. Check measurement when the fuel pump is commanded on.
• If fuel pressure gauge indicates above 517 kPa (75 psi) and ServiceMaxx™ software is
displaying below 482 kPa (70 psi), check FDP sensor/circuit for fault. See EDP sensor in
this section.
• If fuel pressure gauge is display below 482 kPa (70 psi), continue to Fuel Pump Operational
Check.
EGES-455
Figure 204 FPC Circuit Diagram

Connect Breakout Harness 4674 between relay and relay socket. Turn ignition switch ON. Use DMM to
measure voltage. The fuel pump will only run for 10 seconds with switch in the ON position and with engine
not running.
86 to GND B+ If 0 V, check power circuit to relay coil for OPEN or short to GND, or blown
fuse.
Resistance Check.
30 to GND B+ If 0 V, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
Resistance Check.
85 to GND 0 V to 2 V If > 2 V, check FPC control circuit for OPEN or short to PWR. Go to Harness
Resistance Check.
EGES-455
Fuel Pump Operational Check

DMM
measure volts
1 to 4 B+ If < B+, Check for circuit fault, continue to Harness Voltage Checks.
1 to 6 B+ If < B+, Check for circuit fault, continue to Harness Voltage Checks.
If voltage is present when fuel pump is commanded ON, but fuel pressure gauge is below 482 kPa (70 psi),
go to Fuel System procedure in “HARD START AND NO START DIAGNOSTICS”.
Harness Voltage Checks

Connect Fuel Pressure (FP) Breakout Harness to engine harness, leave pump fuel disconnected. Turn the
ignition switch to the ON position, fuel pump will only run for 10 seconds before commanded OFF.
DMM measure
volts
1 to B+ B+ If < B+, Check for OPEN in FP ground circuit.
4 and 6 to GND B+ If < B+, Check for OPEN FP circuit or failed relay, go to FP relay.
Checks

Connect FP Breakout Harness to engine harness, leave pump fuel disconnected. Connect FP relay breakout
harness to relay, leave FP relay disconnected. Connect Breakout box to ECM and leave ECM disconnected.
DMM
measure
resistance
1 to FP relay <5Ω If > 5 Ω, check for OPEN in fuel pump circuit.
87
1 to E-69 <5Ω If > 5 Ω, check for OPEN in fuel pump monitor circuit.
2 to GND <5Ω If > 5 Ω, check for OPEN in fuel pump ground circuit.
C-76 to FP <5Ω If > 5 Ω, check for OPEN in fuel pump control circuit.
relay 85
EGES-455
FPC Circuit Operation Fault Detection / Management

The FDP sensor is a variable capacitance sensor The ECM continuously monitors the control system.
supplied with a 5 V VREF at Pin 2 from ECM Pin If the sensor signal is higher or lower than expected,
E-35. The sensor is grounded at Pin 1 from ECM Pin the ECM disregards the sensor signal and uses a
E-28. The sensor returns a variable voltage signal calibrated default valve. The ECM will set a DTC, turn
from Pin 3 to ECM Pin E-32. on the engine lamp, and run the engine in a default
range.
EGES-455
IAH System (Inlet Air Heater)
SPN FMI Condition

None
Figure 205 Function diagram for the IAH system
The function diagram for the IAH system includes the Component Location
following:
The IAH is installed in the intake manifold behind the
• Engine Control Module (ECM) inlet throttle body. The IAH relay is installed on the left
with Barometric Absolute Pressure (BARO) side of the engine on the ECM bracket.
Internal Sensor
Tools
• Inlet Air Heater (IAH) Relay
• Inlet Air Heater (IAH) Element software (page 432)
• Engine Coolant Temperature 1 (ECT1) Sensor • NAVCoM or NAVLink Interface Kit (page 433)
• Engine Oil Temperature (EOT) Sensor • Digital Multimeter (DMM) (page 431)
• Wait to Start Lamp • EXP-1000 HD by Midtronics (page 431)
• Breakout Harness 6025 (IAH) (page 439)
Function
The IAH system warms the incoming air supply prior
to cranking to aid cold engine starting during warmup.
The IAH system also helps load the engine during a
DPF regeneration.
EGES-455
IAH Pin-point Diagnostics

None Inactive IAH
Figure 206 IAH circuit diagram
NOTE: For this procedure, run the KOEO Standard

Test. Do not run the IAH test.
The KOEO Standard Test will enable the relay for

two seconds every time the test is run. The IAH test
only enables the relay twice for 45 seconds to prevent
element overheating.
Amperage Draw Check

NOTE: Batteries must be fully charged before running this test.
Measure the amperage going to element. Run Glow Plug/IAH Output State Test. Use a DMM with an amp
probe. Set DMM to DCmV and zero amp clamp.
Element 125 amps ± 30 amps If 0 amps, go to Voltage Check on Relay Switch – Output
(within two seconds) State Test.
If > 0 amps, but below specification, check for corroded
terminals on relay, element, and power source. Go to
Element Resistance Check.
If > 0 amps, but below specification, and element and wiring checks out acceptable, replace the relay.
EGES-455
Element Resistance Check

Turn ignition switch to OFF. Use a DMM to measure resistance from heater element to engine GND.
Element < 0.5 Ω If > 0.5 Ω, replace failed heater element.
to GND
Voltage Check on Relay Switch – Output State Test

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

Disconnect relay connector. Turn ignition switch to ON. Use DMM to measure voltage.
IAH Relay
Pin 1 to B+ B+ If <B+, check for OPEN .
Pin 2 to GND 2. 74 V If < 2 V, check for OPEN or short to GND. Go to Harness
Resistance Check – Relay Coil.
Run KOEO Standard Test (IAH is commanded on for two seconds during this test). Use DMM to measure
voltage when relay is commanded on.
IAH Relay
Pin 2 to GND B+ If < B+, check IAH control circuit for OPEN. Go to Harness
Resistance Check – Relay Coil.
Pin 1 to 2 B+
If < B+ check GND circuit for OPEN. Go to harness
Resistance Check.
If voltage checks at relay coil are acceptable, but voltage checks at relay switch failed, replace the relay.
EGES-455
Harness Resistance Check – Relay Coil Circuits

Turn ignition to OFF. Connect 180-Pin Breakout Box. Leave ECM and relay disconnected. Use DMM
to measure resistance.
IAH Relay
Pin 2 to E-59 <5Ω If > 5 Ω, check IAH control circuit for OPEN.
Pin 1 to GND <5Ω If > 5 Ω, check ACT PWR GND for OPEN circuit.
E-59 to GND > 1 kΩ If < 1 kΩ, check IAH control for short to GND.
Harness Resistance Check – Relay Switch Circuits

Turn ignition to OFF. Use DMM to measure resistance.
IAH Relay < 0.5 Ω If > 0.5 Ω, check for OPEN circuit or corroded terminals.
Output side to
element
Disconnect both battery GND cables. Use DMM to measure resistance.
IAH Relay < 0.5 Ω If > 0.5 Ω, check for OPEN circuit or corroded terminals.
B+ side to battery
positive post
If circuits and element are within specifications, but failed amperage test, replace the relay.
IAH Circuit Operation coil is grounded at Pin 1 through Pin 12 of the 24-Pin
connector, from chassis harness ground. See vehicle
The ECM controls the WAIT TO START lamp and
electrical diagrams.
IAH element, based on ECT, EOT, and BARO (inside
ECM). The WAIT TO START lamp (0 to 10 seconds) The power is supplied to the switch side of each relay
ON-time is independent from the IAH element (0 to 45 from the starter motor through a fusible link. When
seconds) ON-time. the relay is energized, power is supplied to the heating
element, which is grounded to the intake manifold.
The ECM controls the WAIT TO START lamp through
the J1939 to the EGC.
DTCs
The ECM uses one relay to control the IAH element.
There are no DTCs for the IAH System.
The ECM will energize the relay by supplying power
from Pin E-59 to Pin 2 on the relay coil. The relay
EGES-455
ICP Sensor (Injection Control Pressure)
SPN FMI Condition

164 0 ICP above KOEO specifications
164 3 ICP signal Out of Range HIGH
164 4 ICP signal Out of Range LOW
Figure 207 Function diagram for the ICP sensor
The function diagram for the ICP sensor includes the Sensor Location
following:
The ICP sensor is installed in the high-pressure oil rail,
• Engine Control Module (ECM) under the valve cover.
Tools
Internal Sensor
• Injection Control Pressure (ICP) Sensor
software (page 432)
• Engine Lamp
Function • 3-Banana Plug Harness (page 433)
The ICP sensor provides a feedback signal to the • Breakout Harness 4952 (8-pin UVC) (page 437)
ECM, indicating injection control pressure. The ECM
monitors ICP as the engine is operating, to modulate
(page 432)
the IPR. This is a closed loop function in which the
ECM continuously monitors and adjusts for ideal ICP
determined by conditions such as load, speed, and
temperature.
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ICP Sensor End Diagnostics

164 0 ICP above KOEO specifications • Biased ICP circuit or sensor
164 3 ICP signal Out of Range HIGH • ICP signal circuit OPEN or short to PWR
• Failed ICP sensor
164 4 ICP signal Out of Range LOW • ICP signal circuit short to GND
• VREF-6 circuit OPEN
• Failed ICP sensor
Figure 208 ICP circuit diagram
SPN 164 FMI 0 - signal above KOEO Specifications

Check for Biased sensor of circuit
3. Verify S_ICP volts are within specification. See “APPENDIX A: PERFORMANCE SPECIFICATIONS”
in this manual.
• If voltage is not within specification, check circuitry for poor continuity. If circuits are acceptable,
replace ICP sensor.
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the sensor.
DTC will go active.
3. Disconnect engine harness from valve cover
connector.
harness. Leave valve cover disconnected.

Disconnect gray 8-pin valve cover connector. Turn ignition switch to ON. Use EST to verify correct DTC
goes active when corresponding fault is induced. Use DMM to measure circuits.
EST – Check DTC SPN 164 If SPN 164 FMI 4 goes active, check ICP signal for short
FMI 3 to GND.
DMM – volts B+ If <B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
7 to B+
EST – Check DTC SPN 164 If SPN 164 FMI 3 goes active, check ICP signal for
and 7
If checks are within specifications, connect sensor and clear DTCs. If active code remains, check under
valve cover harness for OPENs or shorts. If within specifications, replace sensor.
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ICP Pin-point Diagnostics

Disconnect gray 8-pin valve cover connector. Turn ignition switch to ON. Use DMM to measure voltage.
6 to GND 5 V ± 0.5 V If > 5.5 V, check ICP short to PWR.
If < 4.5 V, check IPC for OPEN or short to GND. Go to Harness Resistance
Check.
7 to B+ B+ If <B+, check for short to PWR.
Resistance Check.
Under Valve Cover Resistance Check to Engine GND
Connect Breakout Harness 4952 to UVC connector plug. Leave engine harness disconnected. Use DMM

Turn ignition switch to OFF. Remove gray 8-pin valve cover connector. Connect 180-Pin Breakout Box and
sensor Breakout Harness. Leave the ECM and valve cover connector disconnected. Use DMM to measure
resistance.
D-14 to 7 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
D-14 to GND > 1 kΩ If < 1k Ω, check for short to GND.
D-15 to 6 <5Ω If > 5 Ω, check ICP signal circuit for OPEN.
D-15 to GND > 1 kΩ If < 1k Ω, check for short to GND.
D-13 to 8 <5Ω If > 5 Ω, check VREF circuit for OPEN.
D-13 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
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ICP Circuit Operation Fault Detection / Management

The ICP sensor is a micro-strain gauge sensor The ECM continuously monitors the signal of the ICP
supplied with a 5 V VREF at sensor, connector Pin 2, sensor to determine if the signal is within an expected
through Pin 8 of gray UVC connector, from ECM Pin range. If the sensor signal is higher or lower then
D-13. The sensor is grounded at sensor connector expected, the ECM disregards the sensor signal and
Pin 1, through Pin 7 of gray UVC connector, from uses a calibrated default value. The ECM will set a
ECM Pin D-14. The sensor returns a variable voltage DTC, turn on the engine lamp, and run the engine in
signal at sensor connector Pin 3, through Pin 6 of a default range.
gray UVC connector, to ECM Pin D-15.
EGES-455
ICP System (Injection Control Pressure)
SPN FMI Condition

164 1 ICP unable to Build During Engine Cranking
164 10 ICP Abnormal Rate of Change
164 13 ICP adaptation In-Range fault
164 15 ICP too high during test
164 16 ICP above desired level
164 17 ICP unable to build during test
164 18 ICP below desired level
Figure 209 Function diagram for the ICP system
The ICP system includes the following: • High-pressure Oil Hose

• Engine Control Module (ECM) • Fuel Injectors (INJ)
• Injection Pressure Regulator (IPR) Valve
Internal Sensor
• Injection Control Pressure (ICP) sensor
• High-pressure Pump
• Engine Lamp
• High-pressure Oil Manifold
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Function cover (left side of engine). The high-pressure oil

manifold is installed under the valve cover, directly
The ICP system is a mechanical hydraulic system,
over the injectors. The ICP sensor is installed on the
electronically controlled by the ECM to intensify fuel
high-pressure oil manifold.
pressure in the fuel injectors. The ECM controls the
IPR valve while monitoring the ICP sensor to provide Tools
the engine with the desired starting and operating
pressures.
software (page 432)
System Component Location • NAVCoM or NAVLink Interface Kit (page 433)
The IPR valve is installed in the high-pressure pump
assembly, which is mounted on the rear of the front
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ICP System Diagnostics

164 1 ICP unable to build during engine • IPR circuit fault
cranking
• Failed IPR valve
• ICP System leak
• Failed High Pressure Pump
164 10 ICP abnormal rate of change • Biased ICP sensor or circuit
• ICP sensor or circuit fault
• IPC valve or circuit fault
164 13 ICP adaptation in range fault • ICP system leak
• IPR valve or circuit fault
• Failed High Pressure Pump
164 15 ICP too high during test • Biased ICP sensor or circuit
• IPR circuit fault or failed (sticking) valve
164 16 ICP above desired level • Biased ICP sensor or circuit
164 17 ICP unable to build during test • Biased ICP sensor or circuit
• Trapped air in ICP system (after system was
opened)
• Aerated or contaminated engine oil
• High-pressure pump failure
164 18 ICP below desired level • Biased ICP sensor or circuit
• Trapped air in ICP system (after system was
opened)
• Aerated or contaminated engine oil
• High-pressure oil pump failure
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WARNING: To prevent personal injury or death, make sure the parking brake is set, the
transmission is in neutral or park, and the wheels are blocked when running the engine in the service
bay.
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and
hot engine surfaces.
SPN 164 FMI 1 – ICP unable to build during engine cranking

SPN 164 FMI 10 – ICP abnormal rate of change
SPN 164 FMI 13 – ICP adaptation in range fault
SPN 164 FMI 15 – ICP too high during test
SPN 164 FMI 16 – ICP above desired level
SPN 164 FMI 17 – ICP unable to build during test
SPN 164 FMI 18 – ICP below desired level
Pin-point ICP System Fault
1. Check repair history for recent ICP system repairs.
Trapped air in the system from recent repair can cause erratic pressure. To purge air from system,
find an open stretch of road and drive the vehicle for a minimum of 20 miles.
2. Check engine oil for correct level and grade. Inspect for contamination or debris.
3. Check for other active or inactive ICP DTC’s. See ICP Sensor in this section and check ICP
KOEO specification.
4. Check for IPR DTC by running KOEO Standard test. See IPR in this section and check harness
connection.
5. Check for intermittent circuit faults on ICP sensor or IPR valve.
Open Continuous monitor session and run Continuous monitor test. With engine at low idle, wiggle
harness connection on the ICP, IPR, 24–pin, and 42–pin connectors.
6. Check for aerated oil at high idle. See “APPENDIX A: PERFORMANCE SPECIFICATIONS”.
7. Check the ICP system for leaks. See “HARD START AND NO START DIAGNOSTICS”.
EGES-455
SPN 164 FMI 1 – ICP unable to build pressure during cranking

Pin-point ICP System Fault
1. Check harness connection to ICP, IPR, and ECM.
2. Check repair history for recent ICP system repairs.
• Trapped air in the system from recent repair can cause erratic pressure. To purge air from
system, find an open stretch of road and drive the vehicle for a minimum of 20 miles.
3. Check engine oil for correct level and grade. Inspect for contamination or debris.
Verify lube oil pressure and delivery to reservoir during engine crank. See “HARD START AND
NO START DIAGNOSTICS”.
4. Check for other active or inactive ICP DTC’s. See ICP Sensor in this section of manual and check
ICP KOEO specification.
5. Check for IPR DTC by running KOEO Standard test. See IPR in this section of manual and check
harness connection.
6. Check for intermittent circuit faults on ICP sensor or IPR valve.
Open Continuous monitor session and run Continuous monitor test. With engine at low idle, wiggle
harness connection on the ICP, IPR, 24-Pin, and 42-pin connectors.
7. Check the ICP system for leaks. See “HARD START AND NO START DIAGNOSTICS”.
ICP System Operation ICP sensor. This provides the engine with the desired
starting and operating pressure. When demand for
Mechanical Operation ICP increases, the ECM will increase duty cycle to
the IPR valve. When demand for ICP decreases, the
Engine lube oil is supplied to the ICP reservoir
ECM will decrease the duty cycle to the IPR valve.
that feeds the high-pressure pump. The IPR valve
regulates the pressure by closing or opening the When the ECM detects an error in the closed loop
valve. The discharged oil passes through the injectors system, a DTC is set and the ECM will disregard
and drains to the oil sump. If equipped with optional the ICP signal and control the IPR valve from
engine brake, the oil can also drain through ECB. programmed default values. This is called open
loop operation.
Electrical Operation
The ICP system is a closed loop system. The ECM
controls the IPR valve duty cycle while monitoring the
EGES-455
Fault Detection / Management The ECM monitors ICP during engine cranking. If
pressure does not build to the minimum starting
The DTCs associated with this system may indicate
pressure within a set time, a DTC will set.
an electrical or mechanical problem with the ICP
system. The KOER Standard test (EST with ServiceMaxx™
software) can be used to command the ECM to
The ECM continuously monitors the ICP sensor
perform an engine running test on the ICP system.
to ensure the system constantly provides correct
The ECM controls the IPR in a programmed sequence
pressure. When feedback from the ICP sensor
while monitoring the ICP sensor. If pressure set points
does not meet desired pressure, the ECM will set
do not match the expected testing range, a DTC will
a DTC and illuminate the engine lamp. The ECM
be set.
will disregard the ICP sensor signal and control the
IPR valve from programmed default values until the An electrical fault on the IPR can be detected by
system is diagnosed and repaired. running the Output Circuit test during the KOEO
Standard test. If a fault is detected, a DTC will be set.
EGES-455
IMP Sensor (Intake Manifold Pressure)
SPN FMI Condition

102 2 IMP signal does not agree with BARO
102 3 IMP signal Out of Range HIGH
102 4 IMP signal Out of Range LOW
102 7 IMP signal not responding as expected
Figure 210 Function diagram for the IMP sensor
EGES-455
The function diagram for the IMP sensor includes the Sensor Location
following:
The IMP sensor is installed in the intake manifold, left
• Engine Control Module (ECM) of the IMT sensor.
Tools
Internal Sensor
software (page 432)
• Exhaust Gas Recirculation (EGR)
• Engine Lamp
Function • 3-Banana Plug Harness (page 433)
The ECM uses the IMP sensor signal to assist • Breakout Harness 4850 (IMP) (page 436)
in calculation of the EGR percentage. The ECM
monitors the IMP signal to determine intake manifold
(page 432)
(boost) pressure. From this information, the ECM can
optimize fuel rate and injection timing for all engine
operating conditions.
EGES-455
IMP Sensor End Diagnostics

102 2 IMP signal does not agree with BARO • Biased IMP circuit or sensor
102 3 IMP signal Out of Range HIGH • IMP signal circuit OPEN or short to PWR
• Failed IMP sensor
102 4 IMP signal Out of Range LOW • IMP signal circuit OPEN or short to GND
• VREF-2 circuit OPEN
• Failed IMP sensor
102 7 IMP signal not responding as expected • Biased IMP sensor or circuit
Figure 211 IMP circuit diagram
SPN 102 FMI 0 - IMP signal does not agree with BARO
Check for Biased sensor or circuit
1. Turn ignition switch to ON, engine OFF
3. Verify S_IMP Volts are within specification. See “APPENDIX A: PERFORMANCE
• If voltage is not within specification, check circuitry for poor continuity. If circuits are acceptable,
replace IMP sensor.
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1. Using EST and ServiceMaxx™ software, open
the sensor.
DTC will go active.
• If code is active, go to the next step.

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
EST – Check DTC SPN 102 If SPN 102 FMI 3 is active, check IMP signal for short
FMI 4 to PWR.
EST – Check DTC SPN 102 If SPN 102 FMI 4 is active, check IMP signal for OPEN or
and 3
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to GND
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IMP Pin-point Diagnostics

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Resistance Check.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and sensor breakout harness. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
3 to E-48 <5Ω If > 5 Ω, check IMP signal circuit for OPEN.
IMP Circuit Operation The ECM continuously monitors the control system.
If sensor signal is higher or lower than expected,
The IMP sensor is a variable capacitance sensor that
is supplied with a 5 V VREF at Pin 2 from ECM Pin
calibrated default value. The ECM will set a DTC,
E-35. The sensor is grounded at Pin 1 from ECM Pin
turn on the engine lamp, run the engine in a default
E-28. The sensor returns a variable voltage signal
range, and disable the EWPS.
from Pin 3 to ECM Pin E-48.

The ECM monitors the BARO sensor as a baseline for
zeroing the IMP and EBP signals.
EGES-455
IMT Sensor (Intake Manifold Temperature)
SPN FMI Condition

105 2 IMT signal does not agree with other sensors
105 3 IMT signal Out of Range HIGH
105 4 IMT signal Out of Range LOW
Figure 212 Function diagram for the IMT sensor
The function diagram for the IMT sensor includes the Sensor Location
following:
The IMT sensor is located in the intake manifold, next
• Engine Control Module (ECM) to the IMP sensor.
Tools
Internal Sensor
• Intake Manifold Temperature (IMT) Sensor
software (page 432)
• Exhaust Gas Recirculation (EGR)
• Engine Lamp
The IMT sensor provides a feedback signal to the • 3-Banana Plug Harness (page 433)
ECM indicating manifold air temperature. The ECM
• Breakout Harness 4602 (IMT) (page 434)
controls the EGR system based on the air temperature
in the intake manifold. This aids in cold engine starting • International® Electronic Engine Terminal Test Kit
and warmups, and also reduces exhaust emissions. (page 432)
EGES-455
IMT Sensor End Diagnostics

105 2 IMT signal does not agree with other • Biased IMT sensor or circuit
sensors
105 3 IMT signal Out of Range HIGH • IMT signal circuit OPEN or short to PWR
• Failed IMT sensor
105 4 IMT signal Out of Range LOW • IMT signal circuit short to GND
• Failed IMT sensor
Figure 213 IMT circuit diagram
SPN 105 FMI 2 - IMT signal does not agree with other sensors
3. Compare Intake Manifold Temp, Engine Coolant Temp 1, and Engine Oil Temp. All sensors should
be within -12 °C (10 °F) of each other.
• If IMT is -12 °C (10 °F) above or below of the other sensors. Check for poor circuitry going to
the IMT sensor.
• If the circuits are acceptable, replace the failed IMT sensor.
EGES-455

the sensor.
DTC will go active.

EST – Check DTC SPN 105 If SPN 105 FMI 4 is active, check IMT signal for short to
FMI 3 GND. Go to Harness Resistance Check.
EST – Check DTC SPN 105 If SPN 105 FMI 3 is active, check IMT signal for OPEN.
across 2 and GND
EST – Check DTC SPN 105 If SPN 105 FMI 3 is active, check SIG GND for OPEN.
across 1 and 2
EGES-455
IMT Pin-point Diagnostics

measure voltage.
Check.

IMT Circuit Operation Fault Detection / Management

The IMT is a thermistor sensor that is supplied with The ECM continuously monitors the control system.
a 5 V VREF at Pin 2 from ECM Pin E–15. The If the sensor signal is higher or lower than expected,
sensor is grounded at Pin 1 from ECM Pin E–28. the ECM disregards the sensor signal and uses a
As the temperature increases, the resistance of the calibrated default value. The ECM will set a DTC, turn
thermistor decreases. This causes the signal voltage on the engine lamp, and run the engine in a default
to decrease. range.
EGES-455
Injector Circuits

651 - 4 Injector (#) open coil - short circuit • Injector (#) open coil circuit short to GND
656
• Injector (#) open coil circuit OPEN
651 - 5 Injector (#) open coil - open circuit • Injector (#) open coil circuit short to GND
656
• Injector (#) open coil circuit OPEN
2797 3 Injector Control Group 1 open coil • Open coil short circuit on Injectors 1, 2 or 3
short
2797 4 Injector Control Group 1 close coil • Closed coil short circuit on Injectors 1, 2 or 3
short
2798 3 Injector Control Group 2 open coil • Open coil short circuit on Injectors 4, 5 or 6
short
2798 4 Injector Control Group 2 close coil • Closed coil short circuit on Injectors 4, 5 or 6
short
3659 4 Injector 1 close coil – short circuit • Injector closed coil circuit short to GND
3659 5 Injector 1 close coil – open circuit • Injector closed coil circuit OPEN
3664 4 Injector 6 close coil – short circuit • Close coil or open circuit fault
EGES-455
Figure 214 Function diagram for the INJ circuit
The function diagram for INJ circuit includes the Component Location
following:
The injectors are installed in the cylinder head, under
• Engine Control Module (ECM) the valve cover and under the high-pressure oil rail.
Tools
Internal Sensor
• Fuel injectors (INJ)
software (page 432)
• Engine Lamp
The injector injects fuel into the cylinders. The ECM • 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
controls the timing and the amount of fuel being
• Breakout Harness 4952 (page 437)
sprayed from each injector. The ECM also controls
the ICP system to regulate fuel spray pressure. • International® Electronic Engine Terminal Test Kit
(page 432)
EGES-455
Injector 1 Checks
Figure 215 Injector 1 circuit diagram
Injector 1 – Resistance Checks Through Harness and Injector
WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To prevent engine damage, turn the ignition switch OFF before disconnecting connectors. Failure
to turn the ignition switch OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch to OFF. Connect 180-Pin Breakout Box to the 36-pin ECM connector. Leave ECM
D-1 to GND > 1 kΩ
D-2 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
D-7 to GND > 1 kΩ internal short.
D-8 to GND > 1 kΩ

D-1 to D-2 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
D-7 to D-8 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
D-1 to D-7 > 1 kΩ If < 1 kΩ, check for cross-shorted circuits or injector coil
for internal short.
EGES-455
Injector 1 - Injector Resistance Checks

Turn ignition switch to OFF. Connect Breakout Harness 4952 to UVC connector 2. Use DMM to measure
injector resistance.
1 to GND > 1 kΩ
2 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
3 to GND > 1 kΩ internal short.
4 to GND > 1 kΩ
1 to 2 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN through injector.
3 to 4 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN through injector.
1 to 3 > 1 kΩ If < 1 kΩ, check for cross-shorted circuits or injector coil
for internal short.
Injector 1 – Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box to ECM 36-pin connector. Leave ECM and valve
cover disconnected. Use DMM to measure resistance.
D-1 to 3 <5Ω If > 5 Ω, check for OPEN circuit.
EGES-455
Injector 2 Checks
Injector 2 – Resistance Through Valve Cover Check
Turn ignition switch to OFF. Connect Breakout Harness 4952 to the valve cover connector. Use DMM
5 to GND > 1 kΩ
8 to GND > 1 kΩ
Injector 2 – Coil Resistance Check

5 to 6 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
5 to 7 > 1 kΩ If < 1 kΩ, check for cross shorted circuits or injector coil
for internal short.
EGES-455

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and injector circuit breakout to engine harness.
Leave ECM and valve cover disconnected. Use DMM to measure resistance.
EGES-455
Injector 3 Checks
Turn ignition switch to OFF. Connect Breakout Harness 4952 to valve cover connector. Use DMM to
measure resistance.
1 to GND > 1 kΩ
4 to GND > 1 kΩ
EGES-455

for internal short.

Leave ECM and UVC disconnected. Use DMM to measure resistance.
EGES-455
Injector 4 Checks
5 to GND > 1 kΩ
8 to GND > 1 kΩ

for internal short.
EGES-455

EGES-455
Injector 5 Checks
1 to GND > 1 kΩ
4 to GND > 1 kΩ
EGES-455

for internal short.

EGES-455
Injector 6 Checks
5 to GND > 1 kΩ
8 to GND > 1 kΩ

for internal short.
EGES-455

EGES-455
Injector Circuit Operation Fault Detection / Management

Each injector has an open and closed coil. The The ECM continuously monitors the amount of time
ECM controlling circuits run from the 36-way driver (rising time) taken by each coil to draw 20 A. The
connector, through the 8-way UVC connector, to the time is compared to calibrated values and the ECM
injector 4-pin connector. determines if a circuit or injector fault exists. Each
injector has six failure modes and three DTCs. A
When a coil needs to be energized, the ECM turns
failure can occur on the open or closed coil circuit.
on the high and low side driver. The high side output
When a fault is detected, a DTC will be set.
supplies the injectors with a power supply of 48 V DC
at 20 A. The low side output supplies a return circuit When a short to ground condition is detected on an
to each injector coil. injector (low or high side), the ECM discontinues
power to the shorted injector and operates the engine
High Side Drive Output on the remaining cylinders.
The ECM regulates the current at an average of 20 A. When the engine is running, the ECM can detect
When the current reaches 24 A, the ECM shuts off the individual injector coil and shorts to ground or battery.
high side driver. When the current drops to 16 A, the
ECM turns on the high side driver. KOEO Injector Test
This test allows the operator to enable all injector coils
Low Side Drive Return
when the engine is off, to verify circuit operation.
The injector solenoids are grounded through the low
During this test, injector solenoids will click in numeric
side return circuits. The ECM monitors the low side
order, not the firing order. If one or more injectors can
return signal for diagnostic purposes and utilizes the
not be heard, the injector is not working due to a circuit
fly-back current from the injector solenoids to help
fault, injector, or an ECM failure.
charge the drive capacitors internally to the ECM.
EGES-455
IPR (Injection Pressure Regulator)
SPN FMI Condition

679 3 IPR short to PWR
679 4 IPR short to GND
Figure 221 Function diagram for the IPR
The function diagram for the IPR includes the The ICP system intensifies fuel pressure in the
following: injectors. The ECM uses the ICP sensor to monitor
system pressure and adjusts the IPR valve duty cycle
to match engine requirements (starting, engine load,
speed, and temperature).
Internal Sensor
• Injection Pressure Regulator (IPR) IPR Location
• Engine Coolant Temperature (ECT) Sensor The IPR valve is installed in the back of the
high-pressure pump.
• Injection Control Pressure (ICP) Sensor
Tools
software (page 432)
• Engine Lamps
Function • Breakout Harness 4484 (IPR) (page 433)
The IPR valve regulates oil pressure in the • International® Electronic Engine Terminal Test Kit
high-pressure injection control pressure system. (page 432)
EGES-455
IPR Pin-point Diagnostics

679 3 IPR short to PWR • IPR circuit short to PWR
679 4 IPR short to GND • IPR circuit short to GND
Figure 222 IPR circuit diagram

Connect Breakout Harness 4484. Leave IPR valve disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
1 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse.
2 to GND 0V If > 0.25 V, check IPR control circuit for short to PWR.

Connect Breakout Harness 4484 between ECM and IPR valve. Run KOEO Standard Test and Output
State Test High and Low. Use DMM to measure voltage.
1 to GND KOEO B+ If < B+, check for OPEN circuit.
2 to GND KOEO B+ If < B+, check IPR coil for OPEN.
2 to GND Output State LOW B+ If < B+, check IPR control circuit for short to GND.
2 to GND Output State HIGH 7.5 V If > 7.5 V, check IPR control circuit for OPEN or failed
IPR coil. Go to Actuator and Harness Resistance
check.
EGES-455
Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4484 to IPR valve. Leave engine harness
1 to 2 5.5 Ω ±0.5 Ω If out of specification, replace IPR valve.
1 to GND > 1 kΩ If < 1 kΩ, replace IPR valve.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box, Breakout Harness 4484, and 42-pin breakout
harness. Leave ECM, IPR, and vehicle-side 42-pin connector disconnected. Use DMM to measure
resistance.
2 to GND > 1k Ω If < 1k Ω, check for short to PWR.
1 to 37 (42-pin) <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND > 1k Ω If < 1k Ω, check for short to PWR.
If all measurements are within specifications, check VIGN circuit to 42-pin IP/Engine connector on the
chassis harness for OPEN.
IPR Circuit Operation Pin C-45 of the ECM. The injection control pressure
system is controlled by the ECM grounding Pin 2 of
The IPR valve consists of a solenoid, poppet, and a
the IPR valve through Pin E-43 of the ECM.
spool valve assembly. The ECM regulates ICP by
controlling the ON/OFF time of the IPR solenoid. An NOTE: The engine may not operate with an IPR fault,
increase or decrease in the ON/OFF time positions the depending on the mode of failure.
poppet and spool valve inside the IPR and maintains
pressure in the ICP system, or vents pressure to the Fault Detection / Management
oil sump through the front cover. Precise control is
An open or short to ground in the ICP control circuit
gained by varying the percentage of ON/OFF times
can be detected by an on-demand output circuit check
of the IPR solenoid. A high duty cycle indicates a
during KOEO Standard Test. If there is a circuit fault
high amount of injection control pressure is being
detected, a DTC will be set.
commanded. A low duty cycle indicates less pressure
being commanded.
The IPR valve is supplied voltage at Pin 1 of the IPR
connector through Pin 13 of the 24–pin connector to
EGES-455
IST System (Idle Shutdown Timer)
SPN FMI Condition

593 31 Engine stopped by IST
Figure 223 Function diagram for IST system
The IST function diagram includes the following: Function

• Engine Control Module (ECM) The IST allows the ECM to shutdown the engine
with Barometric Absolute Pressure (BARO) during extended engine idle times.
Internal Sensor
Tools
• Air Inlet Temperature (AIT) Sensor
• Engine Coolant Temperature (ECT) Sensor
• Brake ON/OFF (BOO) switch and Brake Pressure
Switch (BPS)
GOVERNMENT REGULATION: State
• Driveline Disengagement Switch (DDS) and local regulations may limit engine
idle time. The vehicle owner or operator
• Power Takeoff (PTO)
is responsible for compliance with those
• Engine Lamps regulations.
EGES-455
Idle Shutdown Warning While the EST is installed, idle shutdown time is
factory defaulted to 60 minutes and cannot be
Thirty seconds before IST-defined engine shutdown,
adjusted. If the IST is enabled, the Cold Ambient
a vehicle instrument panel indicator activates. There
Protection (CAP) will not function.
are two types of indicators:
NOTE: The CARB IST feature is factory programmed.
• Amber flashing idle shutdown indicator for
Customers cannot turn IST off for ESS compliant
multiplex electrical systems.
engines.
• Red flashing indicator with audible alarm for
non-multiplex electrical systems.
CARB IST Conditions
This continues until the engine shuts down or the low
The following conditions must be true for the idle
idle shutdown timer is reset.
shutdown timer to activate in all modes. Any change
of the true state of one or more of these conditions
Engine Idle Shutdown timer for California ESS
will reset or disable the IST.
Compliant Engines
• Manual Diesel Particulate Filter (DPF)
MaxxForce® engines certified for sale in the state of
regeneration is inactive (not enabled).
California (CA) conform to mandatory California Air
Resources Board (CARB) Engine Shutdown System • Steady driveline state (no transition detected). No
(ESS) regulations. The prior function of the IST is change in the state of the clutch switch (manual
available on CA ESS exempt and Federally certified transmission) or transmission shifter between the
engines (school buses, emergency, and military in-gear position and neutral or park (Automatic
vehicles). transmission).
Engine idle duration is limited for ESS complaint • Power Takeoff (PTO) Remote mode disabled.
engines as follows:
• Engine coolant temperature greater than 16 °C
• When vehicle parking brake is set, the idle (60 °F).
shutdown time is limited to the CARB requirement
• No active coolant temperature sensor diagnostic
of 5 minutes.
faults.
• When vehicle parking brake is released, the idle
• No active AIT sensor diagnostic faults.
shutdown time is limited to the CARB requirement
of 15 minutes. • Engine is operating in run mode or in active
diagnostic tool mode.
The duration of CARB mandated values can
be reduced by programming the customer IST • Vehicle speed is less than 1.25 miles/hr.
programmable parameter to a value lower than 15
• No active vehicle speed diagnostic faults.
minutes. Adjusting this parameter reduces overall
system shutdown time as follows: • PTO Control is in OFF or Standby mode.
• Adjusting parameter value between five and 15 • Engine speed less than 700 rpm.
minutes reduces idle shutdown time with the
• Steady accelerator pedal position (no transition
vehicle parking brake released. The default value
detected from any pre-set position).
of five minutes for the vehicle parking brake set
condition remains unaffected. • Steady brake pedal state (no transition detected
from any pre-set state).
• Adjusting parameter value between two and five
minutes reduces idle time for both the vehicle • Steady parking brake state (J1939) (no transition
parking brake released, and set conditions. detected from any pre-set state).
EGES-455
Engine Idle Shutdown Timer (Federal - Optional) Additional operation options enable conditions
depending on selected Federal IST operation mode:
Idle time can be programmed from 5 to 120 minutes.
While the EST is installed, the IST function will be Federal IST Mode 1: PTO Operation Option
active with the programmed shutdown time in effect. Enable Conditions
Parking brake transitions reset the idler timer. If the
• PTO Control is in Off or Standby mode.
IST is enabled, the Cold Ambient Protection (CAP) will
not function. • Engine speed less than 750 RPM.
• Accelerator pedal position is less than 2%.
Federal IST Conditions
• No active accelerator pedal diagnostic faults.
The following conditions must be true for the idle
• Steady brake pedal state (No transition detected).
shutdown timer to activate. Any change to the true
state of one or more of these conditions will reset or • No active brake system diagnostic faults.
disable the IST.
Federal IST Mode 2: No Load / Light Load Limit
Common Enable Conditions for All Federal IST Option Enable Conditions
Options
• Accelerator pedal position is less than 2%.
• Manual Diesel Particulate Filter (DPF)
• No active accelerator pedal diagnostic faults.
regeneration is inactive (not enabled).
• Steady brake pedal state (no transition detected).
• Steady driveline state (no transition detected). No
change in the state of the clutch switch (manual • No active brake system diagnostic faults.
transmission) or transmission shifter between the
• Engine reported fuel usage (load) is less than
in-gear position and neutral or park (Automatic
ECM specified limit (factory calibrated, not
transmission).
customer adjustable).
• PTO Remote mode disabled.
Federal IST Mode 3: Tamper Proof Option Enable
• Intake air temperature greater than 16 °C (60 °F) Conditions
(MFG Default, Customer adjustable parameter).
• Engine reported fuel usage (load) is less than
• Intake air temperature lower than 44 °C (112 °F) ECM specified limit (factory calibrated, not
(MFG Default, Customer adjustable parameter). customer adjustable).
• Engine coolant temperature greater than 60 °C • Steady accelerator pedal position (no transition
(140 °F). detected from any pre-set position).
• No active coolant temperature sensor diagnostic • Steady brake pedal state (no transition detected
faults. from any pre-set state).
• No active AIT sensor diagnostic faults.
• Engine is operating in run mode or in active Fault Detection / Management
diagnostic tool mode.
The IST DTC does not indicate a system fault. SPN
• Vehicle speed is less than 1.25 miles/hr. 593 FMI 31 will set when Engine idle shutdown has
shutdown Engine from ECM command. The IST
• Steady parking brake state (J1939). No transition
feature must be enabled for SPN 593 FMI 31 to be
detected from any pre-set state.
displayed.
EGES-455
J1939 Data Link
SPN FMI Condition

639 14 J1939 Data Link Error (ECM unable to transmit)
1213 19 ACM Error - J1939 communication fault
Figure 224 Function diagram for the J1939
The function diagram for the J1939 includes the Function

following:
The J1939 data link provides a communications link
• Engine Control Module (ECM) with all connecting modules. The EST uses this
with Barometric Absolute Pressure (BARO) network system to communicate with the ECM.
Internal Sensor
Location
• Transmission Control Module (TCM)
The J1939 circuits run throughout the vehicle harness.
• Body Control Module (BCM)
The Diagnostic Connector is located under the dash
• Multiplex System Module (MSM) on the driver’s side.
• Antilock Brake System (ABS) Tools
• Electronic Gauge Cluster (EGC) • Electronic Service Tool (EST) with ServiceMaxx™
software (page 432)
• Electronic Service Tool (EST)
• 120 ohm terminating resistors
• Other nodes (modules)
(page 432)
EGES-455
J1939 Data Link Pin-point Diagnostics

639 14 J1939 Data Link Error (ECM unable • J1939 data link circuit fault
to transmit)
1213 19 ACM Error - J1939 communication • ACM J1939 Communication circuit fault
fault
None No communication with EST • B+ OPEN or shorted to GND
• GND circuit OPEN
• J1939 circuits OPEN or shorted to PWR or GND
Figure 225 J1939 Data Link communication circuit diagram

Turn ignition switch to ON. Use DMM to measure voltage.
B to GND B+ If < B+, check B+ circuit to Diagnostic Connector for OPEN or short to
GND, or blown fuse.
B to A B+ If < B+, check GND circuit to Diagnostic Connector for OPEN.
C to GND 1 V to 4 V The sum of C to GND and D to GND should equal 4 V to 5 V.
D to GND 1 V to 4 V The sum of D to GND and C to GND should equal 4 V to 5 V.
EGES-455
EST Communication Check

Turn ignition switch to ON. Connect EST to Diagnostic Connector. If the EST is unable to communicate with
the ECM, disconnect each module individually until communication can be established.
NOTE:
• If communication to ECM is established, check J1939 data link circuits to disconnected module for correct
wiring. See truck Electrical System Troubleshooting Guide.
• If communication to ECM is not established, go to next test point.
Test Point Comment
Disconnect TCM See note.
Disconnect ABS See note.
Disconnect ESC See note.
Disconnect MSM See note.
Disconnect EGC See note.
Disconnect other nodes See note.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM disconnected.
C to C-61 <5Ω If > 5 Ω, check CANH for OPEN in circuit.
C to GND > 1 kΩ If < 1 kΩ, check CANL for short to GND.
D to C-62 <5Ω If > 5 Ω, check CANL for OPEN in circuit.
D to GND > 1 kΩ If < 1 kΩ, check CANH for short to GND.
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit.
J1939 Data Link Circuit Operation J1939 Data Link supports the following functions:
J1939 Data Link is a broadcast serial network, also • Transmission of engine parameter data
known as the Drivetrain Datalink. The J1939 Data
• Transmission and clearing of DTC’s
Link network provides a communication link between
all connecting modules, sending and receiving digital • Diagnostics and troubleshooting
messages.
• Programming performance parameter values
The EST with ServiceMaxx™ software communicates
• Programming engine and vehicle features
with the ECM through the Diagnostic Connector. The
EST, through the J1939 Data Link network, is able to • Programming calibrations and strategies in the
retrieve DTC’s, run diagnostic tests, and view signals ECM
from all inputs and outputs of the ECM.
EGES-455
J1939 Data Link versus Private CAN • Change oil message

The J1939 Data Link network is setup to communicate • Oil pressure gauge
with many different modules. The network branches
• Engine Oil Temperature (EOT) gauge
off into many different locations with each path ending
in a module connection or a 120-ohm terminating • Engine Coolant Temperature (ECT) gauge
resistor. The termination resistors are used to reduce
reflections. BC or MSM Module
The private CAN system is setup to only communicate Many EGC lamps and driver-operated switches are
between the ECM and specific engine controls. wired to one of these modules, then communicated
through J1939 Data Link to the ECM or EGC. Some
Diagnostic Connector of these control circuits include the following:
The Diagnostic Connector provides an interface for • Wait to start lamp
the EST. The EST communicates with the joining
• Fuel pressure lamp
modules through the J1939 Data Link network
for diagnostics and module programming. The • Water In Fuel (WIF) lamp
Diagnostic Connector is supplied with fused B+ at
• Aftertreatment (AFT) regeneration lamp
Pin B and GND at Pin A. CANH runs between ECM
Pin C-61 and Diagnostic Connector Pin C. CANL • Cruise control (CCS)
between ECM Pin C-62 and Diagnostic Connector
• Self-test input (cruise switches)
Pin D.
EGC
• Brake pedal (BC only) hard wired to the ECM on
There are two types of EGC modules, one uses J1939 vehicles using the MSM module
Data Link communications and the other uses ATA
• A/C Demand (ACD)
communications. The following information is sent
through data communication: • Remote Accelerator Pedal (RPS)
• Engine lamp (red) • In-Cab PTO/throttle switch
• Engine lamp • Aftertreatment (AFT) regeneration switch
• Coolant level lamp
Repair Information
• Wait to start lamp
The J1939 Data Link circuits use a twisted wire pair.
• Water In Fuel (WIF) lamp All repairs must maintain one complete twist per inch
along the entire length of the circuit. This circuit is
• Speedometer
polarized, one positive and one negative. Reversing
• Tachometer (TACH) the polarity of this circuit will disrupt communications.
• Odometer / hourmeter
EGES-455
MAF Sensor (Mass Air Flow)/Air Intake

Temperature Sensor (AIT)
SPN FMI Condition

132 3 MAF signal Out of Range HIGH
132 4 MAF signal Out of Range LOW
132 11 MAF Sensor Calibration – Insufficient number of data points
132 13 MAF Sensor Calibration Needed
132 14 MAF Sensor Calibration Failed
172 2 AIT signal does not agree with other sensors
172 3 AIT signal Out of Range HIGH
172 4 AIT signal Out of Range LOW
Figure 226 MAF/AIT Sensor function diagram
The function diagram for the MAF includes the Function

following:
The MAF sensor directly monitors the air entering the
• Engine Control Module (ECM) engine. The MAF also houses the Intake AIT sensor,
with Barometric Absolute Pressure (BARO) which is used with the MAF to calculate the amount
Internal Sensor and density of the incoming air.
• Mass Air Flow (MAF) Sensor
Sensor Location
w/ Air Intake Temperature (AIT) Sensor
The MAF sensor is installed in the intake piping,
• Engine Lamp
between the engine and the air cleaner assembly.
• EGR
EGES-455
Tools
software (page 432)
• Breakout Harness 4960 (MAF) (page 438)
(page 432)
MAF/AIT Sensor End Diagnostics

132 3 MAF signal Out of Range HIGH • MAF signal circuit OPEN or short to PWR
• Failed MAF sensor
132 4 MAF signal Out of Range LOW • MAF signal circuit short to GND
• Failed MAF sensor
132 11 MAF sensor Calibration – insufficient • Engine condition not stable to accept MAF
number of data points calibration
• See MAF Calibration Pre-Checks
132 13 MAF sensor calibration needed • MAF sensor needs to be calibrated
132 14 MAF sensor calibration failed • Leak in intake air system
• Leak in exhaust system
• Failed MAF/AIT sensor
172 2 AIT signal does not agree with other • Biased AIT signal or circuit
sensors
172 3 AIT signal Out of Range HIGH • AIT signal circuit OPEN or short to PWR
• Failed AIT sensor
172 4 AIT signal Out of Range LOW • AIT signal circuit short to GND
• Failed AIT sensor
None Engine repairs that require MAF • See MAF Calibration Requirements
sensor calibration
EGES-455
MAF Calibration Requirements

NOTE: Only run the MAF Calibration Procedure if one of the following conditions have occurred:
• SPN 132 FMI 13 is set
• ECM replacement
• Repair or replacement of MAF sensor or circuit
• Repair or replacement of Intake Manifold Pressure (IMP) sensor or circuit
• Repair or replacement of Intake Manifold Temperature (IMT) sensor or circuit
• Repair or replacement of intake air system
• Repair or replacement of CAC system
• Repair or replacement of turbocharger
• Repair or replacement of Engine Throttle Valve (ETV)
• Repair or replacement of EGR valve
• Repair base engine (cylinder head, pistons, camshaft)
• Engine replacement or rebuild
Continue to MAF Calibration Pre-Checks
EGES-455
MAF Calibration Pre-Checks

NOTE: Verify the following before running the MAF Calibration Procedure:
• No active fault codes, other than SPN 132 FMI 13
• Ambient Air Temperature (AAT) at or above 14 °C (58 °F)
• KOER Standard Test run at or above 70 °C (158 °F)
• Engine Oil Temperature (EOT) at or above 80 °C (176 °F)
• Engine Coolant Temperature (ECT) at or above 70 °C (158 °F)
• DPF Status = Regen Not Needed
• No leaks in intake air system
• No leaks in exhaust system
• No shop exhaust hose attached
• No engine performance issues
• No engine misfire issues
• Engine hood is closed
• Transmission in Park or Neutral
• Clutch disengaged
• Engine Fan OFF
• Parking brake ON
• Power Takeoff (PTO) disabled
• Air conditioning OFF
• Accelerator pedal not depressed
• MAF sensor within KOEO specification
• IMP sensor within KOEO specification
• IMT sensor within -30 °C (-22 °F) and 125 °C (257 °F)
Continue to MAF Calibration Procedure
EGES-455
MAF Calibration Procedure – Using ServiceMaxx™ Software

NOTE: Ensure MAF Calibration Requirements are met and MAF Calibration Pre-Checks are done, prior to
doing this procedure.
2. Start ServiceMaxx™ software.
3. Start engine. Ensure engine operating temperature is at or above 80 °C (176 °F).
4. Run KOER Standard Test.
5. Run MAF Sensor Calibrate procedure.
• If calibration fails, verify all MAF Calibration Requirements (page 396) are met and MAF
Calibration Pre-Checks (page 397) are done.
• If calibration is successful, clear previously active DTC (SPN 132 FMI 13), if present.
Figure 227 MAF circuit diagram
EGES-455
MAF Pin-point Diagnostics

Connect Breakout Harness 4960. Leave sensor disconnected. Turn ignition switch to ON, engine OFF. Use
DMM to measure voltage. Use DMM to measure voltage.
A to GND 4.6 V to 5 V If < 4.5 V, check for OPEN AIT circuit or short to GND
B to B+ B+ If below B+ check for OPEN SR1 GND circuit.
C to GND 4.6 V to 5 V If < 5 V, Check for OPEN MAF circuit or short to GND.
D to GND B+ If < B+, Check for OPEN VPWR circuit.
E to GND B+ If < B+, Check for OPEN MAF GND circuit.
If checks are within specifications, connect sensor and clear DTCs. If active DTCs remain, replace sensor.

A to C-29 <5Ω If > 5 Ω, check for OPEN AIT circuit.
B to C-37 <5Ω If > 5 Ω, check for OPEN SR1 GND circuit.
C to E-67 <5Ω If > 5 Ω, check for OPEN MAF circuit.
E to E-12 <5Ω If > 5 Ω, check for OPEN MAF GND circuit.
EGES-455
MAF Circuit Operation Extended Diagnostic Information

The MAF sensor is used to measure the volume and The MAF sensor produces a frequency of 30 - 50 Hz
density of air entering the engine at any given time. with 30 Hz being idle and 150 Hz at full throttle.
The ECM uses this information to calculate the correct
1. Monitor the MAF Hz. Record MAF sensor readings
amount of EGR during engine operation.
at KOEO and at idle, and again at various RPM
The MAF sensor assembly also contains the AIT ranges.
sensor. The MAF and AIT sensors are integrated into
2. Compare the values against specifications.
this single component, and mounted on the engine
intake piping. 3. Start from idle and increase the RPM while
watching MAF reading. Increase should be steadily
The ECM determines the amount and density of the
proportional to RPM change.
incoming air by processing input signals from the MAF
and AIT sensors. 4. Perform the same checks while lightly tapping
on the sensor, or heating the sensor with a blow
MAF Sensor dryer. Any fluctuation, or out of specification reading
indicates a MAF sensor, or related wiring concern.
The MAF sensor directly monitors the amount of air
entering the engine. The sensor is supplied with 12V 5. Repair and retest.
from the ACT PWR Relay to Pin D. The sensor is
supplied with ground from ECM Pin E-12 to Pin E. Fault Detection / Management
The MAF returns a digital signal from Pin C to ECM
The ECM continuously monitors the control system.
Pin E-67.
If the sensor signal is higher or lower than expected,
the ECM disregards the signal and uses a calibrated
AIT Sensor
default value. The ECM sets a SPN/FMI, turns on the
The AIT monitors the temperature of the air entering Warning Engine Lamp (WEL), and runs the engine in
the intake system. The AIT is supplied with 12V from a default range.
the ACT PWR Relay to Pin D, and is supplied with
ground from ECM Pin C-37 to Pin A. The AIT returns
a variable voltage signal from Pin B to ECM Pin C-29.
EGES-455
TC2WC Solenoid (Turbocharger 2 Wastegate

Control)
SPN FMI Condition

1189 3 TC2WC short to PWR
1189 4 TC2WC short to GND
1189 5 TC2WC open load/circuit
Figure 228 Function diagram for the TC2WC
The function diagram for the Turbocharger 2 Location

Wastegate Control (TC2WC) solenoid includes the
The TC2WC is installed on the air inlet elbow.
following:
Tools
with Barometric Absolute Pressure (BARO) • Electronic Service Tool (EST) with ServiceMaxx™
Internal Sensor software (page 432)
• Turbocharger 2 Wastegate Control (TC2WC) • NAVCoM or NAVLink Interface Kit (page 433)
• Intake Manifold Pressure (IMP) Sensor • Digital Multimeter (DMM) (page 431)
• Exhaust Back Pressure (EBP) Sensor • International® Electronic Engine Terminal Test Kit
(page 432)
Function
The ECM commands the TC2WC to control the
turbocharger pneumatic actuator.
EGES-455
Service Interval Messages

1378 31 Change Engine Oil Service Interval • Change oil and re-set interval counter
Service Interval Messages Operation adjusted at the owner’s discretion. The change
engine oil message below the odometer illuminates
The service interval messages are displayed on the
after a preselected parameter is reached.
instrument cluster message center and include engine
oil and fuel filter change reminders. There fuel filter change message displays when
the fuel filter needs replacement due to high filter
The change oil reminder can be programmed
restriction.
for kilometers, miles, hours, or calculated fuel
consumption. This service interval limits may be
EGES-455
TC2WC Pin-point Diagnostics

1189 3 TC2WC short to PWR • TC1 solenoid circuit short to PWR
1189 4 TC2WC short to GND • TC1 solenoid circuit short to GND
1189 5 TC2WC open load/circuit • TC1 solenoid circuit OPEN
Figure 229 TC2WC circuit diagram
Voltage Check at TC2WC Connector – Output State Test

Disconnect TC2WC 2-pin connector. Turn ignition switch to ON. Use DMM to measure voltage.
1 to GND B+ If < B+, check ACT PWR for OPEN circuit.

2 to GND 0 V to .25V, check If > 0.25 V, check TC2WC circuit for short to PWR.
2 to B+ 0 V to 0.25 V If > 0.25 V, check TC2WC circuit for short to GND.
2 to B+ B+ If < B+, check TC2WC circuit for OPEN or short to PWR.
Go to Harness Resistance Checks.
1 to 2 B+
If < B+, check ACT PWR circuit for OPEN. Go to Harness
Resistance Check.
EGES-455

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM and TC2WC disconnected.
E-73 to 2 <5Ω If > 5 Ω, check TC2WC for OPEN circuit.
E-73 to GND > 1 kΩ If < 1 kΩ, check TC2WC circuit for short to GND.
1 to relay pin 87 <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
1 to GND >1kΩ If < 1 k Ω, check ACT PWR for short to GND.
TC2WC Circuit Operation Fault Detection/Management

The TC2WC is supplied ACT PWR at Pin 1. The ECM The TC2WC solenoid does not set any circuit fault
grounds Pin E-73 to control the TC2WC at Pin 2. code. Only Air Management Fault Codes are used
to detect a problem with this system.
EGES-455
VREF (Reference Voltage)
SPN FMI Condition

3509 3 VREF Engine voltage above maximum
3509 4 VREF Engine voltage below minimum
3510 3 VREF Chassis voltage above maximum
3510 4 VREF Chassis voltage below minimum
3511 3 VREF Body voltage above maximum
3511 4 VREF Body voltage below minimum
Figure 230 Function diagram for the VREF
EGES-455
The function diagram for the VREF includes the NOTE: The IAP sensor was deleted just before
following: product release. This sensor (present or not) is not
monitored by the ECM and can only cause a problem
if it’s internally shorted or the VREF circuit supplying
the sensor is shorted.
Internal Sensor
• Injection Control Pressure (ICP) Sensor Function
• Engine Compression Brake Pressure (ECBP) The VREF circuit is a 5-volt reference point supplied
Sensor by the ECM, and provides power to all 3-wire sensors.
• Engine Throttle Valve Position (ETVP) Sensor Tools
• Exhaust Back Pressure (EBP) Sensor • Electronic Service Tool (EST) with ServiceMaxx™
software (page 432)
• Engine Oil Pressure (EOP) Sensor
• Engine Fuel Pressure (EFP) Sensor
• Breakout Harness
(page 432)
EGES-455
VREF Pin-point Diagnostics

3509 3 VREF Engine voltage above • VREF circuit short to PWR
maximum
3509 4 VREF Engine voltage below • VREF circuit short to GND
minimum
• Failed sensor causing short to GND on VREF circuit
3510 3 VREF Chassis voltage above • VREF circuit short to PWR
maximum
3510 4 VREF Chassis voltage below • VREF circuit short to GND
minimum
3511 3 VREF Body voltage above • VREF circuit short to PWR
maximum
3511 4 VREF Body voltage below • VREF circuit short to GND
minimum
EGES-455
Figure 231 VREF circuit diagram
EGES-455
VREF Voltage Check

If multiple 3-wire sensor DTC’s are set, turn ignition switch to ON. Disconnect each sensor one at a time.
Use DMM to measure voltage.
NOTE:
• If VREF is not present, but returns after disconnecting a sensor, inspect sensor for internal short to GND.
• If VREF is not present after all 3-wire sensors are disconnected, check for a short circuit between ECM
and sensors.
APP 5 V ± 0.5 V See note.
C to GND
DPFDP 5 V ± 0.5 V See note.
3 to GND
EBP 5 V ± 0.5 V See note.
2 to GND
EFP 5 V ± 0.5 V See note.
2 to GND
EOP 5 V ± 0.5 V See note.
2 to GND
IMP 5 V ± 0.5 V See note.
2 to GND
ETVP 5 V ± 0.5 V See note.
G to GND
ECBP 5 V ± 0.5 V If this sensor caused VREF to go below specification, see note. Check
(option) under-valve-cover harness for a short to GND or an internal shorted sensor.
3 to GND
ICP 5 V ± 0.5 V If this sensor caused VREF to go below specification, see note. Check
8 to GND under-valve-cover harness for a short to GND or an internal shorted sensor.
IAP 5 V +/- 0.5 V If VREF present after disconnected the sensor. Leave sensor disconnected.
C to GND
If VREF is not present after all 3-wire sensors are disconnected, check for
short circuit between ECM and all 3-wire sensors.
EGES-455
Connector Resistance Check to GND

Turn ignition switch to OFF. Disconnect each sensor, one at a time. Use DMM to measure resistance.
NOTE:
• If resistance is below 1 kΩ, but goes above 1 kΩ after disconnecting a sensor, inspect sensor for internal
short to GND.
• If resistance is below 1 kΩ after all 3-wire sensors are disconnected, check for short to GND between
ECM and sensors.
APP1 > 1 kΩ See note.
C to GND
APP2 > 1 kΩ See note.
D to GND
DPFDP > 1 kΩ See note.
3 to GND
EBP > 1 kΩ See note.
2 to GND
FDP > 1 kΩ See note.
2 to GND
EOP > 1 kΩ See note.
2 to GND
IMP > 1 kΩ See note.
2 to GND
ETVP > 1 kΩ See note.
G to GND
ECBP > 1 kΩ If this sensor caused VREF to go below specification, see note. Check
(option) under-valve-cover harness for a short to GND or an internal shorted sensor.
3 to GND
ICP > 1 kΩ If this sensor caused VREF to go below specification, see note. Check
8 to GND under-valve-cover harness for a short to GND or an internal shorted sensor.
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Turn ignition switch to OFF. Connect 180-Pin Breakout Box and breakout harness. Leave ECM and all 3-wire
sensors disconnected. Use DMM to measure resistance.
Sensor Test Point Spec Comment – < Less than, > Greater than
APP
VREF C to C-63 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND B to C–34
DPFDP
VREF 3 to C-51 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to C-37
EBP
VREF 2 to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to E-28
EFP
SIG GND 1 to E-28
EOP
SIG GND 1 to E-28
IMP
SIG GND 1 to E-28
ETVP
VREF G to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND C to E-28
ECBP (option)
VREF 3 to D-13 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 2 to D-14
ICP
VREF 8 to D-13 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 7 to D-14
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VREF Circuit Operation generated between these two reference points based
on the pressure or position the sensor is designed to
NOTE: See truck Chassis Electrical Circuit Diagram
measure.
Manual and Electrical System Troubleshooting Guide
for APP and DPFDP sensor circuit diagrams.
The ECM supplies VREF at Pin E–35 (engine
When a VREF circuit is open, each sensor on that
connector), C–63 and C–51 (chassis connector), and
circuit will set a DTC. When a VREF circuit is shorted
D–13 (driver connector) when the ignition switch is
to PWR or GND, a VREF DTC will be set.
on.
NOTE: After removing connector, inspect for
VREF provides power to all 3-wire sensors on the
damaged pins, corrosion, or loose pins. Repair
engine and the vehicle mounted APP. The ECM
as required.
also provides these sensors with a ground point,
the SIG GND circuit. Sensor signal voltage is
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WIF Sensor (Water In Fuel)
SPN FMI Condition

4192 3 WIF signal Out of Range HIGH
4192 4 WIF signal Out of Range LOW
4192 5 WIF signal Open or Short to PWR
4192 31 Water in Fuel Detected
Figure 232 Function diagram for the WIF
The function diagram for the WIF includes the illuminating the water in fuel lamp. If a circuit fault
following: is detected, a DTC will set and the engine lamp will
illuminate.
•
Sensor Location
Internal Sensor
The WIF sensor is located in the fuel filter housing.
• Water In Fuel (WIF) Sensor
Tools
• Engine Lamp
• Water In Fuel (WIF) Lamp
software (page 432)
The WIF sensor provides a feedback signal to the • 1180-N4-0X0 – 180-Pin Breakout Box (page 430)
ECM when water is detected in the fuel supply. If
• Breakout Harness 6002 (WIF) (page 438)
water is detected, the ECM will alert the operator by
EGES-455
WIF Pin-point Diagnostics

4192 3 WIF signal Out of Range HIGH • WIF circuit short to PWR
4192 4 WIF signal Out of Range LOW • WIF circuit short to GND
4192 5 WIF signal Open or Short to Pwr • WIF circuit OPEN or short to PWR
4192 31 Water in fuel detected • Water detected in primary fuel filter housing
Figure 233 WIF circuit diagram
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1. Drain a fuel sample from the water drain valve on

the primary fuel filter housing. See Drain Water
from Primary Fuel Filter in “ENGINE SYMPTOMS
DIAGNOSTICS”.
• If water is present, drain all the water out of
the system.
• If no water is present in the fuel sample,
the Switch Monitor session.
NOTE: The WIF signal will read YES if there is
water in the fuel filter housing, or if the WIF signal
circuit is shorted high.
interrupted, the signal will change from No to
Yes and the DTC will go active.
• If code is active, go to the next step.
Voltage Check
Disconnect WIF sensor connector. Turn ignition switch to ON. Use DMM to measure voltage.
A to GND 5 V +/- 0.5 V If < 4.5 V, check for OPEN circuit.
B to GND B+ If < B+, check for OPEN short to GND.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and leave ECM and WIF sensor disconnected.
Use DMM to measure resistance.
1 to C2-42 <5Ω If > 5 Ω, check for OPEN circuit.
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WIF Circuit Operation Fault Detection/Management

The WIF sensor is supplied with a 5 V VREF at pin The ECM continuously monitors the WIF sensor. If
2 from the ECM pin E-7. The sensor is grounded at voltage drops below 4.0 V, a DTC will set and the water
pin 1 from ECM pin E-28. The WIF signal is 4.6 V at in fuel lamp will be illuminated. Three other DTCs are
normal state and below 4.0 V when water is detected. set if there is a fault with the circuit or sensor.
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8 DIAGNOSTIC TROUBLE CODE INDEX 417
Table of Contents
Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .419
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418 8 DIAGNOSTIC TROUBLE CODE INDEX
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Diagnostic Trouble Codes
SPN FMI Circuit Condition Description

27 0 EGR EGRP fault: over temperature
27 3 EGR EGRP signal Out of Range HIGH
27 4 EGR EGRP signal Out of Range LOW
27 7 EGR EGRP does not agree with commanded position
27 14 EGR EGR internal circuit failure
51 2 ETV ETP feedback signal error
51 7 ETV ETP does not agree with commanded position
ETP operation fault- underVolt, overAmp, overTemp/
51 11 ETV
ETP H-bridge Electrical Check
91 2 APP APP1 and APP2 signal conflict
91 3 APP APP1 signal Out of Range HIGH
91 4 APP APP1 signal Out of Range LOW
94 0 FDP, FPC Fuel Delivery Pressure above maximum
94 1 FDP, FPC Fuel Delivery Pressure below minimum
94 3 FDP FDP signal Out of Range HIGH
94 4 FDP FDP signal Out of Range LOW
100 1 EWPS Engine Oil System below Critical Pressure
100 3 EOP EOP signal Out of Range HIGH
100 4 EOP EOP signal Out of Range LOW
100 18 EWPS Engine Oil System below Warning Pressure
102 2 IMP IMP signal does not agree with BARO
102 3 IMP IMP signal Out of Range HIGH
102 4 IMP IMP signal Out of Range LOW
102 7 IMP IMP signal not responding as expected
105 2 IMT IMT signal does not agree with other sensors
105 3 IMT IMT signal Out of Range HIGH
105 4 IMT IMT signal Out of Range LOW
108 2 ECM Self Pressure BARO Low/High at KOEO
108 3 ECM Self BARO signal Out of Range HIGH
108 4 ECM Self BARO signal Out of Range LOW
110 0 EWPS Engine Coolant System above Critical Temperature
110 2 ECT1 ECT1 above/below sensor compare at KOEO Cold
110 3 ECT1 ECT1 signal Out of Range HIGH
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110 4 ECT1 ECT1 signal Out of Range LOW
110 15 EWPS Engine Coolant System above Warning Temperature
111 1 EWPS Low Engine Coolant Level
111 2 ECL ECL In-Range circuit Fault
132 3 MAF MAF signal Out of Range HIGH
132 4 MAF MAF signal Out of Range LOW
132 11 MAF MAF Sensor Calibration – insufficient number of data
points
132 13 MAF MAF Sensor Calibration Needed
132 14 MAF MAF Sensor Calibration Failed
158 15 ECM PWR ECM Switched voltage too HIGH
158 17 ECM PWR ECM Switched voltage too LOW
164 0 ICP ICP above KOEO specifications
164 1 ICP SYS ICP Unable to Build During Engine Cranking
164 3 ICP ICP signal Out of Range HIGH
164 4 ICP ICP signal Out of Range LOW
164 10 ICP SYS ICP abnormal Rate of Change
164 13 ICP SYS ICP adaptation In-Range fault
164 15 ICP SYS ICP too high during test
164 16 ICP SYS ICP above desired level
164 17 ICP SYS ICP unable to build during test
164 18 ICP SYS ICP below desired level
172 2 MAF, AIT AIT signal does not agree with other sensors
172 3 MAF, AIT AIT signal Out of Range HIGH
172 4 MAF, AIT AIT signal Out of Range LOW
173 3 EGT EGT signal Out of Range HIGH
173 4 EGT EGT signal Out of Range LOW
175 2 EOT EOT In Range fault
175 3 EOT EOT signal Out of Range HIGH
175 4 EOT EOT signal Out of Range LOW
190 0 EWPS Engine overspeed detected
521 2 APP Brake applied while APP applied
521 19 APP Brake switch circuit fault
EGES-455

593 31 IST Engine stopped by IST
596 19 CCS Cruise Control Enable Switch not detected on J1939
609 3 ACM ACM Switched voltage too HIGH
609 4 ACM ACM Switched voltage too LOW
609 12 ACM ACM Internal chip Error
609 19 ACM ACM not detected on J1939
1231 19 ACM ACM Error - J1939 communication fault
628 12 ECM Self ECM Memory Error
629 12 ECM Self ECM Internal chip Error
636 2 CMP CMP and CKP Synchronization Error
636 7 CMP CMP to CKP incorrect reference
637 8 CKP CKP incorrect signal signature
637 10 CKP CKP signal Inactive
639 14 J1939 J1939 Data Link Error (ECM unable to transmit)
651 4 INJ Injector 1 open coil - short circuit
651 5 INJ Injector 1 open coil - open circuit
679 3 IPR IPR short to PWR
679 4 IPR IPR short to GND
974 3 RAPP Remote APP signal Out of Range HIGH
974 4 RAPP Remote APP signal Out of Range LOW
1136 0 ECM Self ECM Error – over temperature
1189 3 TC2WC TC2WC short to PWR
1189 4 TC2WC TC2WC short to GND
1189 5 TC2WC TC2WC open load/circuit
EGES-455

1209 0 AMS EBP above desired level
1209 1 EBP EBP below desired level
1209 2 EBP EBP signal does not agree with other sensors at KOEO
1209 3 EBP EBP signal Out of Range HIGH
1209 4 EBP EBP signal Out of Range LOW
1209 7 AMS EBP in-range fault
1231 19 ACM ACM Error – J1939 communication fault
1378 31 Service Change Engine Oil Service Interval
2659 14 AMS KOER AMT - EGR test failure
2659 20 AMS EGR High Flow Rate detected
2659 21 AMS EGR Low Flow Rate detected
2791 2 EGR EGR valve communication fault
2791 8 EGR EGR valve not receiving ECM PWM signal
2797 3 INJ Injector Control Group 1 open coil short
2797 4 INJ Injector Control Group 1 close coil short
2798 3 INJ Injector Control Group 2 open coil short
2798 4 INJ Injector Control Group 2 close coil short
3242 2 DPFIT DPFIT signal does not agree with other exhaust
sensors
3242 3 DPFIT DPFIT signal Out of Range HIGH
3242 4 DPFIT DPFIT signal Out of Range LOW
3242 7 DPFIT DPFIT not increasing with engine temp
3246 2 DPFOT DPFOT signal does not agree with other exhaust
sensors
3246 3 DPFOT DPFOT signal Out of Range HIGH
3246 4 DPFOT DPFOT signal Out of Range LOW
3246 7 DPFOT DPFOT not warming along with engine
3246 20 AFT SYS DPF over temperature - possible filter damage
3251 2 AFT SYS DPFDP above or below desired level
3251 3 DPFDP DPFDP signal Out of Range HIGH
3251 4 DPFDP DPFDP signal Out of Range LOW
3251 10 DPFDP DPFDP signal abnormal rate of change
EGES-455

3251 21 AFT SYS DPFDP excessively LOW (Sensor/circuit fault or
missing DPF)
3387 20 Cyl Bal Cyl 1 Balance maximum limit exceeded
3387 21 Cyl Bal Cyl 1 Balance below minimum limit
3391 21 Cyl Bal Cyl 5 Cyl Balance below minimum limit
3464 3 ETV ETC short to PWR
3464 4 ETV ETC short to GND
3471 1 AFTD Fuel Pressure 1 below desired (Low system pressure)
3471 7 AFTD AFT Fuel Doser Valve not responding as expected
3471 10 AFTD AFT Fuel Doser Valve abnormal rate of change
3479 3 AFTFD AFT Fuel Doser Valve short to PWR
3479 4 AFTFD AFT Fuel Doser Valve short to GND
3480 3 AFTFIS AFTFP1 signal Out of Range HIGH
3480 4 AFTFIS AFTFP1 signal Out of Range LOW
3482 3 AFTFSV AFT Fuel Shutoff Valve short to PWR
3482 4 AFTFSV AFT Fuel Shutoff Valve short to GND
3482 7 AFTFSV AFT Fuel Shutoff Valve no responding as expected
3509 3 VREF VREF Engine voltage above maximum
3509 4 VREF VREF Engine voltage below minimum
3510 3 VREF VREF Chassis voltage above maximum
3510 4 VREF VREF Chassis voltage below minimum
3511 3 VREF VREF Body voltage above maximum
3511 4 VREF VREF Body voltage below minimum
3512 14 ACM VREF ACM Vref 1 and 2 voltage deviation
3556 0 AFT SYS AFTFP2 excessively high (Restricted injection)
3556 1 AFT SYS AFTFPressure 2 below desired (Possible system leak)
EGES-455

3556 7 AFT SYS AFT Fuel INJ not responding as expected
3659 4 INJ Injector 1 close coil – short circuit
3659 5 INJ Injector 1 close coil – open circuit
3662 4 INJ Injector 4 close coil: short circuit
3719 0 AFT SYS DPF Soot Load – Highest (level 3/3)
3719 15 AFT SYS DPF Soot Load – Lowest (level 1/3)
3719 16 AFT SYS DPF Soot Load – Moderate (level 2/3)
3936 0 AFT SYS DPF Soot Load – Severe De-Rate
3936 2 AFT SYS DPF Test – test unsuccessful
3936 14 AFT SYS DPF– Regen duration above limit
4077 3 AFTFP2 AFTFP2 signal Out of Range HIGH
4077 4 AFTFP2 AFTFP2 signal Out of Range LOW
4077 10 AFTFP2 AFTFP2 signal abnormal rate of change
4192 3 WIF WIF signal Out of Range HIGH
4192 4 WIF WIF signal Out of Range LOW
4192 5 WIF WIF signal Open or Short to PWR
4192 31 WIF Water in fuel detected
4287 0 ECBP ECBP above desired level
4287 1 ECBP ECBP below desired level
4287 3 ECBP ECBP signal Out of Range HIGH
4287 4 ECBP ECBP signal Out of Range LOW
4765 2 DOCIT DOCIT signal does not agree with other exhaust
sensors
4765 3 DOCIT DOCIT signal Out of Range HIGH
4765 4 DOCIT DOCIT signal Out of Range LOW
4765 7 DOCIT DOCIT not increasing with engine temperature
EGES-455

5456 3 AFTFIS AFTFT signal Out of Range HIGH
5456 4 AFTFIS AFTFT signal Out of Range LOW
5541 1 AMS TC1TOP pressure below minimum
5541 3 AMS TC1TOP signal Out of Range HIGH
5541 4 AMS TC1TOP signal Out of Range LOW
5543 3 EBPV EBPC short to PWR
5543 4 EBPV EBPC short to GND
5543 5 AMS EBPC open load/circuit
Figure 234 Warning Lamps
EGES-455
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9 DIAGNOSTIC TOOLS AND ACCESSORIES 427
Table of Contents
Electrical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429

24-Pin IP Engine Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
36-Pin Injector Driver Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
42-Pin Engine to Chassis Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
76-Pin Engine and Chassis Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
180-Pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
Amp Clamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
Digital Multimeter (DMM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
EXP-1000 HD by Midtronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
EZ-Tech® Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
ServiceMaxx™ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
International® Electronic Engine Terminal Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
NAVCoM Interface Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
3-Banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
500-Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
Breakout Harness 4484 (IPR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
Breakout Harness 4485A (APP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Breakout Harness 4602 (ECT, EFT, EOT, and IMT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Breakout Harness 4674 (ECM and ACT PWR Relays). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Breakout Harness 4735A (ETV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Breakout Harness 4760A (DOCIT, DPFIT, and DPFOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Breakout Harness 4761A (DPFDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Breakout Harness 4828 (AFTFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Breakout Harness 4830 (AFTFI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Breakout Harness 4831 (TC1WC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
Breakout Harness 4834 (EBPV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
Breakout Harness 4850 (IMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
Breakout Harness 4946 (EGT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
Breakout Harness 4948 (EGR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
Breakout Harness 4950 (CKP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
Breakout Harness 4951 (CMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
Breakout Harness 4952 (ICP, ECB, and ECBP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
Breakout Harness 4960 (MAF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438
Breakout Harness 4993 (IMT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438
Breakout Harness 6002 (WIF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438
Breakout Harness 6020 (24-pin). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438
Breakout Harness 6021 (AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
Breakout Harness 6023 (FPC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
Breakout Harness 6025 (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
Breakout Harness 6027 (AFTFP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440

CAC Block Off Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440
Charge Air Cooler Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440
Clean Fuel Supply Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440
Crankcase Pressure Test Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
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428 9 DIAGNOSTIC TOOLS AND ACCESSORIES
Digital Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441

EGR Mixing Bowl Guide Pins. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
EGR Valve Puller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
Fuel Inlet Restriction and Aeration Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
Fuel/Oil Pressure Test Coupler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
Fuel Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
Fuel Test Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
ICP Adapter Pressure Test Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
ICP System Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
ICP Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
Inline Shut-off Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
IPR Plug Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
K Line EGR Cooler Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446
Oil Cooler Test Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446
Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446
Pressure Vacuum Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
Turbo Lifting Bracket. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
Radiator Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
Slack Tube® Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448
UV Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449
Vacuum Analyzer and Fuel Pump Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449
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Electrical Tools 42-Pin Engine to Chassis Interface Cable

24-Pin IP Engine Cable
Figure 235 ZTSE6020
The 24–pin IP Engine Cable is used to test the 24-pin

Figure 237 3042–N4
connector circuits.
The 42-pin Engine to Chassis Interface Cable with

36-Pin Injector Driver Cable breakout box overlay (pin identifier) sheet is used with
the 180-pin Breakout Box to test the 42-pin connector
circuits.
76-Pin Engine and Chassis Cables
Figure 236 3036
The 36-Pin Injector Driver Cable with breakout box

overlay (pin identifier) sheet is used with the 180-Pin
Breakout Box to test the injector circuits to the ECM
with no ECM connection.
Figure 238 3152-N4-8\3
The 76-pin Engine and Chassis Cables (2 cables)

with breakout box overlay (pin identifier) sheet are
used with the 180-Pin Breakout Box. These jumpers
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are used to test the circuits going to the engine and This box is universal and can adapt to any control
chassis 76-pin connectors on the ECM. system by means of a unique jumper harness. Each
jumper harness is a separate part, complete with a
breakout box overlay (pin identifier) sheet.
180-Pin Breakout Box
The standard box layout is as follows:
• Two 90-pin connectors, which feed 90 banana
plug probing points.
• Each 90-pin section of the box is basically a
stand-alone box.
• The top row is all fuse protected circuits, the
second row is all twisted pair circuits.
Amp Clamp
Figure 239 1180–N4–0X0
The 180-Pin Breakout Box allows testing of electronic

control system components without disturbing Figure 240 ZTSE4575
connections or piercing wire insulation to access
various signal voltages in the electronic control
system. The Amp Clamp is used to measure amperage draw
for the Inlet Air Heater (IAH).
CAUTION: To prevent damage to the breakout box,
the breakout box is used for measurement only, not to
activate or control circuits. High current levels passing
through the breakout box will burn out the internal
circuitry.
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Digital Multimeter (DMM) EXP-1000 HD by Midtronics
Figure 241 ZTSE4357

Figure 242 EXP-1000 HD INTL
The DMM is used to troubleshoot electrical

The EXP-1000 HD by Midtronics is used to measure
components, sensors, injector solenoids, relays,
amperage draw for the inlet air heater.
and wiring harnesses. The DMM has a high input
impedance that allows testing of sensors while the
engine is running, without loading the circuit being
tested. This ensures the signal voltage measurement
will not be affected by the voltmeter.
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EZ-Tech® Electronic Service Tool (EST) International® Electronic Engine Terminal Test Kit
Figure 243 J-45067
The EST is used to run ServiceMaxx™ software for Figure 244 ZTSE4435C
diagnosing and troubleshooting engine and vehicle
problems.
The International® Electronic Engine Terminal Test Kit
The EZ-Tech® Interface Kit cables are included with is used to access circuits in the connector harness
the EST. and allows for the use of a DMM without damaging the
harness connectors. The probes may also be used as
a guide to determine whether the harness connector
ServiceMaxx™ Software is retaining correct tension on the mating terminal.
ServiceMaxx™ Software, loaded to an EST or laptop
computer, is used to check performance of engine
systems, diagnose engine problems, and store
troubleshooting history for an engine.
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NAVCoM Interface Kit 500-Ohm Resistor Harness
Figure 245 NAVCoM Interface Kit
The NAVCoM Interface Kit is used to connect the EST Figure 247 ZTSE4497
to ECM. The NAVLink Interface Kit is an alternative to
the NAVCoM Interface Kit.
The 500-Ohm Resistor Harness is used for sensor
end diagnostics of sensor circuits.
3-Banana Plug Harness
Breakout Harness 4484 (IPR)
Figure 248 ZTSE4484
Figure 246 ZTSE4498 Breakout Harness 4484 is used to measure the

voltage and resistance on circuits that go to the
Injection Pressure Regulator (IPR) valve.
The 3-Banana Plug Harness is used for sensor end
diagnostics of sensor circuits.
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Breakout Harness 4485A (APP) Temperature (EFT), Engine Oil Temperature (EOT),
and Intake Manifold Temperature (IMT) sensors.
Breakout Harness 4674 (ECM and ACT PWR

Relays)
Figure 249 ZTSE4485A Figure 251 ZTSE4674
Breakout Harness 4485A is used to measure voltage Breakout Harness 4674 is used to measure voltage
and resistance on circuits that go to the Accelerator and resistance on circuits that go to the ECM and ACT
Pedal Position (APP) sensor. PWR relays.
Breakout Harness 4602 (ECT, EFT, EOT, and IMT) Breakout Harness 4735A (ETV)
Figure 250 ZTSE4602 Figure 252 ZTSE4735A
Breakout Harness 4602 is used to measure Breakout Harness 4735A is used to measure voltage
voltage and resistance on circuits that go to the and resistance on circuits connected to the Engine
Engine Coolant Temperature (ECT), Engine Fuel Throttle Valve (ETV).
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Breakout Harness 4760A (DOCIT, DPFIT, and Breakout Harness 4828 (AFTFD)
DPFOT)
Figure 253 ZTSE4760A
Breakout Harness 4760A is used to measure voltage Figure 255 ZTSE4828

and resistance on circuits that go to the Diesel
Oxidation Catalyst Inlet Temperature (DOCIT), Diesel
Particulate Filter Inlet Temperature (DPFIT), and Breakout Harness 4828 is used to measure
Diesel Particulate Filter Outlet Temperature (DPFOT) voltage and resistance on circuits connected to
sensors. the Aftertreatment Fuel Doser (AFTFD).
Breakout Harness 4761A (DPFDP) Breakout Harness 4830 (AFTFI)
Figure 254 ZTSE4761A
Breakout Harness 4761A is used to measure voltage

and resistance on circuits that go to the Diesel
Particulate Filter Differential Pressure (DPFDP) Figure 256 ZTSE4830
sensor.
Breakout Harness 4830 is used to measure

voltage and resistance on circuits connected to
the Aftertreatment Fuel Inlet (AFTFI) sensor
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Breakout Harness 4831 (TC1WC) Breakout Harness 4850 (IMP)
Figure 257 ZTSE4831

Figure 259 ZTSE4850
Breakout Harness 4831 is used to measure

voltage and resistance on circuits connected to Breakout Harness 4850 is used to measure voltage
the Turbocharger 1 Wastegate Control Actuator and resistance on circuits connected to the Engine Oil
(TC1WC). Pressure (EOP), Fuel Delivery Pressure (FDP), and
Exhaust Back Pressure (EBP) sensors.
Breakout Harness 4834 (EBPV)
Breakout Harness 4946 (EGT)
Figure 258 ZTSE4834 Figure 260 ZTSE4946
Breakout Harness 4834 is used to measure voltage Breakout Harness 4946 enables the technician to
and resistance on circuits connected to the Exhaust quickly connect a voltmeter and read voltage signals
Back Pressure Valve (EBPV). for the Exhaust Gas Temperature (EGT) sensor.
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Breakout Harness 4948 (EGR) Breakout Harness 4951 (CMP)
Breakout Harness 4948 is used to measure voltage Breakout Harness 4951 is used to measure voltage
and resistance on circuits that go to the Exhaust Gas and resistance on circuits connected to the Camshaft
Recirculation (EGR) valve. Position (CMP) sensor.
Breakout Harness 4950 (CKP) Breakout Harness 4952 (ICP, ECB, and ECBP)
Figure 262 ZTSE4950
Breakout Harness 4950 is used to measure voltage

and resistance on circuits connected to the Crankshaft Figure 264 ZTSE4952
Position (CKP) sensor.
Breakout Harness 4952 is used to measure continuity

of the Injection Control Pressure (ICP) sensor,
ECB (Engine Compression Brake), and the Engine
Compression Brake Pressure (ECBP) sensor.
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Breakout Harness 4960 (MAF) Breakout Harness 6002 (WIF)
Figure 267 ZTSE6002
Figure 265 ZTSE4960

and resistance on circuits that go to the Water In Fuel
(WIF) sensor.
and resistance on circuits that go to the Mass Air Flow
(MAF) sensor.
Breakout Harness 6020 (24-pin)
Breakout Harness 4993 (IMT)
Breakout Harness 4993 is used to measure voltage Breakout Harness 6020 is used to measure voltage
and resistance on circuits that go to the Intake and resistance on circuits that go to the 24-pin
Manifold Temperature (IMT) sensor. Engine/IP connector.
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Breakout Harness 6021 (AFTFSV) Breakout Harness 6025 (IAH)
Figure 269 ZTSE6021

Figure 271 ZTSE6025
and resistance on circuits that go to the AFT Fuel
Shutoff Valve (AFTFSV).
and resistance on circuits that go to the Inlet Air Heater
(IAH) relay.
Breakout Harness 6023 (FPC)
Breakout Harness 6027 (AFTFP)
Figure 272 ZTSE6027
Figure 270 ZTSE6023

and resistance on circuits that go to the AFT Fuel
Breakout Harness 6023 is used to measure voltage Pressure (AFTFP) sensor.
and resistance on circuits that go to the Fuel Pump
Control (FPC).
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Mechanical Tools The Charge Air Cooler Test Kit is used to pressurize
the charge air cooler and piping to check for leaks.
CAC Block Off Kit
Clean Fuel Supply Tank
Figure 273 ZTSE4937

1. Test plate
2. Seal Remover
3. Test plug
4. Seal installer
5. Test cap
Figure 275 ZTSE4925

The CAC Block Off Kit is used to pressure test the 1. Return side attachment
interstage cooler (if available) and check for leaks. 2. High-pressure attachment
3. Big bore attachment
Charge Air Cooler Test Kit

The Clean Fuel Supply Tank is used to provide a
clean, alternative fuel source to aid in the diagnosis
of the fuel system.
Figure 274 ZTSE4341
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Crankcase Pressure Test Tool Digital Manometer
Figure 276 ZTSE4039 (0.406 in. diameter)

1. To magnehelic gauge or manometer
2. To valve cover
The Crankcase Pressure Test Tool is used to measure

combustion gas flow from the valve cover and may
be used with the magnehelic gauge or Slack Tube®
manometer.
Use the pressure readings obtained with this adapter
as the main source of engine condition. Use oil
consumption trend data if the pressure readings
are over the specified limits. Neither changes in
oil consumption trends nor crankcase diagnostic
pressure trends can establish a specific problem.
These changes only indicate that a problem exists.
Figure 277 Obtain locally
The Digital Manometer is used to measure low

vacuum due to intake restriction or low crankcase
pressure. A variety of digital manometers are
available for purchase locally. The Water Manometer
kit (ZTSE2217A) is an alternative to the Digital
Manometer
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EGR Mixing Bowl Guide Pins The EGR valve puller is used to removed the EGR
valve without damaging the valve.
Fuel Inlet Restriction and Aeration Tool
Figure 280 ZTSE6009
The Fuel Inlet Restriction and Aeration Tool is used

to check for pressure and aerated fuel in the low-fuel
pressure system.
Fuel/Oil Pressure Test Coupler
Figure 278 ZTSE4945
The EGR mixing Bowl guide pins are used while

installing the EGR mixing bowl to not damage the
gasket.
EGR Valve Puller
Figure 281 ZTSE4526
The Fuel/Oil Pressure Test Coupler is used with the

fuel pressure test fitting for an easy connection to
measure fuel pressure.
Figure 279 ZTSE4941
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Fuel Pressure Gauge Fuel Pressure Test Kit
Figure 283 ZTSE4657

1. Compression fitting 1/8 NPT
Figure 282 ZTSE4681 2. 90° elbow
3. Quick disconnect check valve
1. Quick disconnect check valve 4. Fuel pressure test adapter
2. Fuel test line
3. Fuel Pressure Gauge
4. Inline shut-off valve The Fuel Pressure Test Kit includes a quick
5. Clear test line disconnect check valve and fittings that can be
used to make a test line to check fuel pressure at the
high-pressure fuel rail.
The Fuel Pressure Gauge is used to check for fuel
pressure and aerated fuel in the low-fuel pressure
system.
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Fuel Test Fitting ICP Adapter Pressure Test Fitting
Figure 284 ZTSE4692
The fuel test fitting is used to measure fuel inlet

restriction or fuel pressure.
When measuring fuel inlet restriction, the fitting is
installed at the diagnostic port (inlet-side) of the fuel
filter housing.
When measuring fuel pressure, the fitting can be
installed on the fuel rail instead of the Shrader valve.
Figure 285 ZTSE4927 and ZTSE4954
The Fuel/Oil Pressure Test Coupler can then be
1. 10,000 psi Mechanical Test Gauge (ZTSE4927)
connected to the fuel test fitting to measure fuel
2. Adapter Fitting (ZTSE4927)
pressure or fuel inlet restriction.
The Adapter Fitting (ZTSE4927) is used with the

10,000 psi Mechanical Test Gauge (ZTSE4927) to
measure injection control pressure coming out of the
high-pressure pump.
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ICP System Test Adapter NOTE: Sensor for test has to be acquired locally.
The ICP Test Kit is used to check ICP system
diagnostics. The ICP adapter is used with an ICP
sensor and the VC Gasket Breakout Harness to check
the integrity of the high-pressure pump and IPR. The
fitting is adapted to an air line to pressurize the UVC
components and check for leaks.
Inline Shut-off Valve
Figure 286 ZTSE4594
ICP System Test Adapter is used to pressurize the

MaxxForce® DT, 9, and 10 ICP system to test the
system’s integrity along with the IPR valve. Install
in place of the ICP sensor. The tool is also used to
take an oil sample or measure oil pressure at the EOT Figure 288 Part No. 221406
sensor port/oil reservoir.
The Inline Shut-off Valve is used to make a test line to

ICP Test Kit check for aerated oil, specifically at the EOT sensor
port. The Shut-Off valve can also be used to make a
test line assembly to check for aerated fuel.
IPR Plug Tester
Figure 289 ZTSE4816
Figure 287 ZTSE4655

The IPR Plug Tester is used to check the
1. Fitting 13/16 - 16 NPT high-pressure pump for inability to reach maximum
2. ICP sensor adapter injection control pressure.
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K Line EGR Cooler Test Kit The Oil Cooler Test Plate is used to test the integrity
of the oil cooler.
Pressure Test Kit
Figure 290 KL 20030 NAV
Figure 292 ZTSE4409

The K Line EGR Cooler Test Kit is used to pressure
test the EGR cooler to check for leaks.
The Pressure Test Kit is used to measure intake
manifold (boost) pressure, fuel system inlet restriction,
Oil Cooler Test Plate fuel pressure, oil pressure, air cleaner intake
restriction, and crankcase pressure.
• 0 to 200 kPa (0 to 30 psi) measures intake
manifold pressure.
• 0-30 in Hg vacuum /0 to 200 kPa (0 to 30 psi)
compound gauge measures fuel system inlet
restriction and intake manifold pressure.
0-30 in H2O 0 to 7.5 kPa (0 to 1 psi) maximum
pressure magnehelic gauge measures crankcase
pressure and air inlet restriction.
• 60 to 1100 kPa (0 to 160 psi) gauge may be used
to check the fuel pressure and oil pressure.
Figure 291 ZTSE4939
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Pressure Vacuum Module The Turbo Lifting Bracket is used to aid in the removal
of the turbo assembly.
Radiator Pressure Test Kit
Figure 295 ZTSE2384

Figure 293 Locally available
The Radiator Pressure Test Kit is used to check

The Pressure Vacuum Module is used for pressure pressure caps and cooling systems. The pressure
and vacuum measurements. A variety of pressure gauge indicates if the pressure cap holds the correct
vacuum modules are available for purchase locally. pressure and whether the cooling system has leaks
or holds pressure.
Turbo Lifting Bracket
Figure 294 ZTSE4942
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Slack Tube® Manometer Filling

Fill the manometer with water before checking
pressure. Use only distilled water. Add some colored
water vegetable dye so the scale can be read more
easily. With both legs of the manometer open to
the atmosphere, fill the tube until the top of the fluid
column is near the zero mark on the scale. Shake the
tube to eliminate any air bubbles.
Installing, Reading, and Cleaning
1. Support the manometer vertically. Make sure the
fluid level is in line with the zero indicator on the
graduated scale.
2. Connect one leg of the manometer to the source
of the pressure or vacuum. Leave the other leg
open to atmospheric pressure.
3. Start the engine and allow it to reach normal
operating temperature. Then run the engine to
high idle. The manometer can be read after 10
seconds.
4. Record the average position of the fluid level
when it is above and below the zero indicator.
Add the two figures together. The sum of the
two is the total column of fluid (distance A). This
represents the crankcase pressure in inches of
water (in-H2O).
At times, both columns of the manometer will not
travel the same distance. This is no concern if the
Figure 296 ZTSE2217A leg is not connected to the pressure or the vacuum
source is open to the atmosphere.
5. Compare the manometer reading with engine
The Slack Tube® Manometer is a U-shaped tube with specifications.
a scale mounted between the legs of the tube. When
the portability of the Pressure Test Kit is not required, 6. When the test is done, clean the tube thoroughly
this manometer is used to measure low vacuum using soap and water. Avoid liquid soaps and
for intake restriction, low pressure for crankcase, or solvents.
exhaust back pressure.
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UV Leak Detection Kit lamp illuminates the leaking fuel dye, which appears
fluorescent yellow-green in color.
Vacuum Analyzer and Fuel Pump Tester
Figure 297 ZTSE4618

Figure 298 ZTSE2499
The UV Leak Detection Kit is used with fuel dye to

quickly identify leaks. The fuel dye combines with The Vacuum Analyzer and Fuel Pump Tester is used
fuel and migrates out at the leak. The ultraviolet to test the operation of the fuel pump.
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10 ABBREVIATIONS AND ACRONYMS 451
Table of Contents
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453
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452 10 ABBREVIATIONS AND ACRONYMS
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Abbreviations and Acronyms BPS – Brake Pressure Switch

BTDC – Before Top Dead Center
Abbreviations and Acronyms
BTU – British Thermal Unit
A or amp – Ampere C – Celsius
AAT – Ambient Air Temperature CAC – Charge Air Cooler
ABDC – After Bottom Dead Center CACOT – Charge Air Cooler Outlet Temperature
ABS – Antilock Brake System CAN – Controller Area Network
AC – Alternating Current CAP – Cold Ambient Protection
A/C – Air Conditioner CARB – California Air Resources Board
ACC – Air Conditioner Control cc – Cubic centimeter
ACCEL – Accelerate CCA – Cold Cranking Ampere
ACD – Air Conditioner Demand CCOSS – Crankcase Oil Separator Speed
ACM – Aftertreatment Control Module CCS – Cruise Control Switches
ACT PWR GND – Actuator Power Ground cfm – Cubic feet per minute
ACV – Air Control Valve cfs – Cubic feet per second
AF – Air to Fuel ratio CFV – Coolant Flow Valve
AFT – Aftertreatment CID – Cubic Inch Displacement
AFTFD – Aftertreatment Fuel Doser CKP – Crankshaft Position
AFTFDH – Aftertreatment Fuel Doser High CKPH – Crankshaft Position High
AFTFDL – Aftertreatment Fuel Doser Low CKPL – Crankshaft Position Low
AFTFIT – Aftertreatment Fuel Inlet Temperature CKPO – Crankshaft Position Out
AFTFIS – Aftertreatment Fuel Inlet Sensor cm – Centimeter
AFTFP – Aftertreatment Fuel Pressure CMP – Camshaft Position
AFTFP1 – Aftertreatment Fuel Pressure 1 CMPH – Camshaft Position High
AFTFP2 – Aftertreatment Fuel Pressure 2 CMPL – Camshaft Position Low
AFTFSH – Aftertreatment Fuel Shutoff High CMPO – Camshaft Position Out
AFTFSL – Aftertreatment Fuel Shutoff Low CMV – Coolant Mixer Valve
AFTFSV – Aftertreatment Fuel Shutoff Valve CO – Carbon Monoxide
AIT – Air Inlet Temperature COO – Cruise On / Off switch
Amb – Ambient CPU – Central Processing Unit
amp or A – Ampere CSFI – Cold Start Fuel Igniter
AMS – Air Management System CSFS – Cold Start Fuel Solenoid
API – American Petroleum Institute CSR – Cold Start Relay
APP – Accelerator Pedal Position CTC – Coolant Temperature Compensation
APP1 – Accelerator Pedal Position 1 Cyl – Cylinder
APP2 – Accelerator Pedal Position 2 DB – Decibel
ASTM – American Society for Testing and Materials DC – Direct Current
ATA – American Trucking Association DCA – Diesel Coolant Additive
ATAH – American Trucking Association Link High DDI – Digital Direct Fuel Injection
ATAL – American Trucking Association Link Low DDS – Driveline Disengagement Switch
ATDC – After Top Dead Center DLC – Data Link Connector
AWG – American Wire Gauge DME – Dimethyl Ether
AWL – Amber Warning Lamp DMM – Digital Multi-meter
B+ or VBAT – Battery Voltage DOC – Diesel Oxidation Catalyst
BARO – Barometric Absolute Pressure DOCIT – Diesel Oxidation Catalyst Inlet Temperature
BBDC – Before Bottom Dead Center DOCOT – Diesel Oxidation Catalyst Outlet
BC – Body Controller Temperature
BDC – Bottom Dead Center DPF – Diesel Particulate Filter
bhp – Brake Horsepower DPFDP – Diesel Particulate Filter Differential
BOO – Brake On / Off Pressure
BPP – Brake Pedal Position DPFIT – Diesel Particulate Filter Inlet Temperature
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DPFOT – Diesel Particulate Filter Outlet Temperature ESC – Electronic System Controller
DSI – Down Stream Injection ESN – Engine Serial Number
DT – Diesel Turbocharged EST – Electronic Service Tool
DTC – Diagnostic Trouble Code ETC – Engine Throttle Control
DTRM – Diesel Thermo Recirculation Module ETCH – Engine Throttle Control High
EBP – Exhaust Back Pressure ETCL – Engine Throttle Control Low
EBPD – Exhaust Back Pressure Desired ETP – Engine Throttle Position
EBPV – Exhaust Back Pressure Valve ETV – Engine Throttle Valve
ECB – Engine Compression Brake EWPS – Engine Warning Protection System
ECB1 – Engine Compression Brake 1 F – Fahrenheit
ECB2 – Engine Compression Brake 2 FCV – Fuel Coolant Valve
ECBP – Engine Compression Brake Pressure FDP – Fuel Delivery Pressure
ECI – Engine Crank Inhibit FEL – Family Emissions Limit
ECL – Engine Coolant Level fhp – Friction horsepower
ECM – Engine Control Module FMI – Failure Mode Indicator
ECM GND – Engine Control Module Ground FPC – Fuel Pump Control
ECM PWR – Engine Control Module Power FPCV – Fuel Pressure Control Valve
ECS – Engine Coolant System fpm – Feet per minute
ECSR – Engine Controlled Shutdown Request FPM – Fuel Pump Monitor
ECT – Engine Coolant Temperature fps – Feet per second
ECT1 – Engine Coolant Temperature 1 FRP – Fuel Rail Pressure
ECT2 – Engine Coolant Temperature 2 ft – Feet
EFAN – Engine Fan FVCV – Fuel Volume Control Valve
EFC – Engine Fan Control GND – Ground (electrical)
EFRC – Engine Family Rating Code gal – Gallon
EFS – Engine Fan Speed gal/h – U.S. gallons per hour
EFT – Engine Fuel Temperature gal/min – U.S. gallons per minute
EG – Ethylene Glycol GCW – Gross Combined Weight
EGC – Electronic Gauge Cluster GCWR – Gross Combined Weight Rating
EGBP – Exhaust Gas Back Pressure GPC – Glow Plug Control
EGDP – Exhaust Gas Differential Pressure GPD – Glow Plug Diagnostic
EGR – Exhaust Gas Recirculation GPR – Glow Plug Relay
EGRC – Exhaust Gas Recirculation Control GVW – Gross Vehicle Weight
EGRH – Exhaust Gas Recirculation High control H2O – Water
EGRL – Exhaust Gas Recirculation Low control HC – Hydrocarbon
EGROT – Exhaust Gas Recirculation Outlet HEST – High Exhaust System Temperature
Temperature HFCM – Horizontal Fuel Conditioning Module
EGRP – Exhaust Gas Recirculation Position Hg – Mercury
EGRT – Exhaust Gas Recirculation Temperature hp – Horsepower
EGT – Exhaust Gas Temperature HPCAC – High-Pressure Charge Air Cooler
EGT1 – Exhaust Gas Temperature 1 HPCR – High-Pressure Common Rail
EGT2 – Exhaust Gas Temperature 2 HPFP – High-Pressure Fuel Pump
EGT3 – Exhaust Gas Temperature 3 hr – Hour
EMI – Electromagnetic Interference HS – Humidity Sensor
EMP – Exhaust Manifold Pressure Hyd – Hydraulic
EMT – Exhaust Manifold Temperature IAH – Inlet Air Heater
EOL – Engine Oil Level IAHC – Inlet Air Heater Control
EOP – Engine Oil Pressure IAHD – Inlet Air Heater Diagnostic
EOT – Engine Oil Temperature IAHR – Inlet Air Heater Relay
EPA – Environmental Protection Agency IC – Integrated Circuit
EPR – Engine Pressure Regulator ICP – Injection Control Pressure
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ICPR – Injection Control Pressure Regulator mph – Miles per hour

ICG1 – Injector Control Group 1 MPR – Main Power Relay
ICG2 – Injector Control Group 2 MSDS – Material Safety Data Sheet
ID – Inside Diameter MSG – Micro Strain Gauge
IGN – Ignition MSM – Multiplex System Module
ILO – Injector Leak Off MY – Model Year
IMP – Intake Manifold Pressure NC – Normally closed (electrical)
IMT – Intake Manifold Temperature NETS – Navistar Electronics Technical Support
in – Inch Nm – Newton meter
inHg – Inch of mercury NO – Normally Open (electrical)
inH2O – Inch of water NOX – Nitrogen Oxides
INJs – Injectors O2S – Oxygen Sensor
IPR – Injection Pressure Regulator O2SH – Oxygen Sensor Heater
IPR PWR – Injection Pressure Regulator Power OAT – Organic Acid Technology
ISC – Interstage Cooler OCC – Output Circuit Check
ISIS – International® Service Information System OCP – Overcrank Protection
IST – Idle Shutdown Timer OD – Outside Diameter
ITP – Internal Transfer Pump OL – Over Limit
J1939H – J1939 Data Link High ORH – Out-of-Range High
J1939L – J1939 Data Link Low ORL – Out-of-Range Low
JCT – Junction (electrical) OSHA – Occupational Safety and Health
kg – Kilogram Administration
km – Kilometer OWL – Oil/Water Lamp
km/h – Kilometers per hour PID – Parameter Identifier
km/l – Kilometers per liter P/N – Part Number
KOEO – Key-On Engine-Off PDOC – Pre-Diesel Oxidation Catalyst
KOER – Key-On Engine-Running ppm – Parts per million
kPa – Kilopascal PROM – Programmable Read Only Memory
L – Liter psi – Pounds per square inch
L/h – Liters per hour psia – Pounds per square inch absolute
L/m – Liters per minute psig – Pounds per square inch gauge
L/s – Liters per second pt – Pint
lb – Pound PTO – Power Takeoff
lbf – Pounds of force PWM – Pulse Width Modulate
lb/s – Pounds per second PWR – Power (voltage)
lbf ft – Pounds of force per foot qt – Quart
lbf in – Pounds of force per inch RAM – Random Access Memory
lbm – Pounds of mass RAPP – Remote Accelerator Pedal Position
LSD – Low Sulfur Diesel RAS – Resume / Accelerate Switch (speed control)
m – Meter REPTO – Rear Engine Power Takeoff
m/s – Meters per second RFI – Radio Frequency Interference
MAF – Mass Air Flow rev – Revolution
MAF GND – Mass Air Flow Ground rpm – Revolutions per minute
MAG – Magnetic RPRE – Remote Preset Power Take Off
MAP – Manifold Absolute Pressure RSE – Radiator Shutter Enable
MAT – Manifold Air Temperature RVAR – Remote Variable
mep – Mean effective pressure SAE – Society of Automotive Engineers®
mi – Mile SCA – Supplemental Cooling Additive
MIL – Malfunction Indicator Lamp SCCS – Speed Control Command Switches
mm – Millimeter SCS – Speed Control Switch
mpg – Miles per gallon SHD – Shield (electrical)
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SID – Subsystem Identifier ULSD – Ultra Low Sulfur Diesel

SIG GND – Signal Ground UVC – Under Valve Cover
SIG GNDB – Signal Ground Body V – Volt
SIG GNDC – Signal Ground Chassis VBAT or B+ – Battery Voltage
SIG GNDE – Signal Ground Engine VC – Volume Control
S/N – Serial Number VEPS – Vehicle Electronics Programming System
SPEEDO – Speedometer VIGN – Ignition Voltage
SPN – Suspect Parameter Number VIN – Vehicle Identification Number
SW – Switch (electrical) VOP – Valve Opening Pressure
SWBAT – Switch Battery VRE – Vehicle Retarder Enable
SYNC – Synchronization VREF – Reference Voltage
TACH – Tachometer output signal VREFB – Reference Voltage Body
TBD – To Be Determined VREFC – Reference Voltage Chassis
TC2CIS – Turbocharger 2 Compressor Inlet Sensor VREFE – Reference Voltage Engine
TC1TOP – Turbocharger 1 Turbine Outlet Pressure VSO – Vehicle Speed Output
TC2TOP – Turbocharger 2 Turbine Outlet Pressure VSS – Vehicle Speed Sensor
TC1WC – Turbocharger 1 Wastegate Control VSSH – Vehicle Speed Sensor High
TC2WC – Turbocharger 2 Wastegate Control VSSL – Vehicle Speed Sensor Low
TCAPE – Truck Computer Analysis of Performance WTSL – Wait to Start Lamp
and Economy WEL – Warn Engine Lamp
TCM – Transmission Control Module WIF – Water In Fuel
TDC – Top Dead Center WIFL – Water In Fuel Lamp
TDE – Transmission Driving Engaged WTEC – World Transmission Electronically Controlled
TOP – Transmission Oil Pressure automatic transmissions (Allison)
TOSS – Transmission Output Shaft Speed XCS – Transfercase
TOT – Transmission Oil Temperature XMSN – Transmission
TTS – Transmission Tailshaft Speed
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11 TERMINOLOGY 457
Table of Contents
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459
Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459
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458 11 TERMINOLOGY
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11 TERMINOLOGY 459
Terminology Air entering the radiator may or may not be the same
ambient due to possible heating from other sources
Terms
or recirculation. (SAE J1004 SEP81)
Accelerator Pedal Position (APP) sensor – A
Ampere (amp) – The standard unit for measuring the
potentiometer sensor that indicates the position of the
strength of an electrical current. The flow rate of a
throttle pedal.
charge in a conductor or conducting medium of one
Accessory work – The work per cycle required coulomb per second. (SAE J1213 NOV82)
to drive engine accessories (normally, only those
Analog – A continuously variable voltage.
essential to engine operation).
Analog to digital converter (A/D) – A device in the
Actuator – A device that performs work in response
ECM that converts an analog signal to a digital signal.
to an input signal.
American Trucking Association (ATA) Datalink –
Actuator Control – The ECM controls the actuators
A serial datalink specified by the American Trucking
by applying a low-level signal (low-side driver) or a
Association and the SAE.
high-level signal (high side driver). When switched on,
both drivers complete a ground or power circuit to an Boost pressure – 1. The pressure of the charge air
actuator. leaving the turbocharger.
Aeration – The entrainment of air or combustion gas 2. Inlet manifold pressure that is greater than
in coolant, lubricant, or fuel. atmospheric pressure. Obtained by turbocharging.
Aftercooler (Charge Air Cooler) – A heat exchanger Bottom Dead Center (BDC) – The lowest position of
mounted in the charge air path between the the piston during the stroke.
turbocharger and engine intake manifold. The
Brake Horsepower (bhp) – The power output from
aftercooler reduces the charge air temperature by
an engine, not the indicated horsepower. The power
transferring heat from the charge air to a cooling
output of an engine, sometimes-called flywheel
medium (usually air).
horsepower, is less than the indicated horsepower by
Aftertreatment Fuel Doser (AFTFD) – A part of the amount of friction horsepower consumed in the
the Downstream Injection (DSI) unit that sends engine.
pressurized fuel to the Aftertreatment Fuel Injector
Brake Horsepower (bhp) net – Net brake
(AFI) to inject fuel into the exhaust pipe.
horsepower is measured with all engine components.
Aftertreatment (AFT) system – A part of the exhaust The power of an engine when configured as a fully
system that processes engine exhaust to meet equipped engine. (SAE J1349 JUN90)
emission requirements and traps particulate matter
Calibration – ECM programming strategy to solve
(soot) to prevent it from leaving the tailpipe.
engine performance equations and make decisions.
Air Control Valve (ACV) – Contains the LP Calibration values are stored in ROM and put into the
turbocharger wastegate control port, HP turbocharger processor during programming to allow the engine to
wastegate control port, the EBPV control port, and operate within certain parameters.
the TC1TOP port. Although these components are
Camshaft Position (CMP) sensor – A magnetic
integral to the ACV, each circuit is controlled by the
pickup sensor that provides the ECM with a camshaft
ECM. The ACV controls compressed air for each
speed and position signal.
control valve.
Carbon Monoxide (CO) – A colorless, odorless,
Air Inlet Temperature (AIT) sensor – A thermistor
highly poisonous gas that is formed by the incomplete
sensor that monitors intake air temperature.
combustion of carbon burning diesel engine. It is
Ambient temperature – The environmental air present in the exhaust gases of diesel engines.
temperature in which a unit is operating. In general,
Catalyst – A substance that produces a chemical
the temperature is measured in the shade (no solar
reaction without undergoing a chemical change itself.
radiation) and represents the air temperature for other
engine cooling performance measurement purposes.
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460 11 TERMINOLOGY
Catalytic converter – An antipollution device in the Cold Start Fuel Solenoid (CSFS) – As the engine
exhaust system that contains a catalyst for chemically is cranked, the ECM energizes the CSFS valve,
converting some pollutants in the exhaust gases introducing fuel into the CSFI, which ignites and
(carbon monoxide, unburned hydrocarbons, and warms the air being drawn into the engine.
oxides of nitrogen) into harmless compounds.
Cold Start Relay (CSR) – The CSR provides voltage
Cavitation – A dynamic condition in a fluid system that to the CSFI, and is controlled by the ECM.
forms gas-filled bubbles (cavities) in the fluid.
Controller Area Network (CAN) – A J1939 high
Cetane number – 1. The auto-ignition quality of speed communication link.
diesel fuel.
Coolant – A fluid used to transport heat from one point
2. A rating applied to diesel fuel similar to octane to another.
rating for gasoline.
Coolant level switch – A switch sensor used to
3. A measure of how readily diesel fuel starts to burn monitor coolant level.
(self-ignites) at high compression temperature.
Coolant Flow Valve (CFV) – The CFV is ECM
Diesel fuel with a high cetane number self-ignites controlled and redirects coolant through the fuel
shortly after injection into the combustion chamber. cooler, based on EFT, when directed.
Therefore, it has a short ignition delay time. Diesel
Coolant Mixer Valve (CMV) – Controls coolant flow
fuel with a low cetane number resists self-ignition.
through the low-temperature radiator.
Therefore, it has a longer ignition delay time.
Continuous Monitor Test – An ECM function that
Charge air – Dense, pressurized, heated air
continuously monitors the inputs and outputs to
discharged from the turbocharger.
ensure that readings are within set limits.
Charge Air Cooler (CAC) – See Aftercooler.
Crankcase – The housing that encloses the
Charge Air Outlet Temperature (CACOT) sensor – crankshaft, connecting rods, and allied parts.
A thermistor sensor that monitors the temperature of
Crankcase breather – A vent for the crankcase to
charge air entering the intake air duct.
release excess interior air pressure.
Closed crankcase – A crankcase ventilation that
Crankcase Oil Separator Speed (CCOSS) sensor
recycles crankcase gases through a breather, then
– The CCOSS sensor sends the ECM information
back to the clean air intake.
about the speed of the crankcase oil separator internal
Closed loop operation – A system that uses sensors components.
to provide feedback to the ECM. The ECM uses the
Crankcase pressure – The force of air inside the
sensor input to continuously monitor variables and
crankcase against the crankcase housing.
adjust actuators to match engine requirements.
Crankshaft Position (CKP) sensor – A magnetic
Cloud point – The point when wax crystals occur in
pickup sensor that determines crankshaft position and
fuel, making fuel cloudy or hazy. Usually below -12 °C
speed.
(10 °F).
Current – The flow of electrons passing through a
Cold cranking ampere rating (battery rating) – The
conductor. Measured in amperes.
sustained constant current (in amperes) needed to
produce a minimum terminal voltage under a load of Damper – A device that reduces the amplitude of
7.2 volts per battery after 30 seconds. torsional vibration. (SAE J1479 JAN85)
Cold Start Fuel Ignitor (CSFI) – The CSFI heats the Deaeration – The removal or purging of gases (air or
intake air by vaporizing and igniting fuel in the air inlet combustion gas) entrained in coolant or lubricating oil.
duct.
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11 TERMINOLOGY 461
Deaeration tank – A separate tank in the cooling Driver (low side) – A transistor within an electronic
system used for one or more of the following functions: module that controls the ground to an actuator circuit.
• Deaeration Dual Stage Turbocharger – An assembly of two
turbochargers (low-pressure and high-pressure) in
• Coolant reservoir (fluid expansion and afterboil)
series to provide a wide range of charge air pressures
• Coolant retention efficiently.
• Filling Duty cycle – A control signal that has a controlled
on/off time measurement from 0 to 100 percent.
• Fluid level indication (visible)
Normally used to control solenoids.
Diagnostic Trouble Code (DTC) – 2010 model
EGR Cooler – A cooler that allows heat to dissipate
year vehicles no longer utilize DTC identification by
from the exhaust gasses before they enter the intake
number. DTCs are now identified using the Suspect
manifold.
Parameter Number (SPN) and Failure Mode Indicator
(FMI) identifiers only. Engine Control Module (ECM) – An electronic
processor that monitors and controls the engine.
Diesel Particulate Filter (DPF) – A diesel particulate
filter, sometimes called a DPF, is a device designed Engine Back Pressure Valve (EBPV) – The ECM
to remove diesel particulate matter or soot from the commands the EBPV to control the exhaust brake.
exhaust gas of a diesel engine.
Engine Compression Brake (ECB) valve – The
Diesel Oxidation Catalyst (DOC) – A DOC is part of ECB valve controls pressure entering the brake oil
the diesel exhaust aftertreatment system. DOCs are gallery from the high-pressure oil rail gallery. This
devices that use a chemical process to break down activates the brake actuator pistons and opens the
pollutants in the exhaust stream into less harmful exhaust valves.
components. More specifically, DOCs utilize rare
Engine Compression Brake 1 (ECB1) solenoid –
metals, such as palladium and platinum, to reduce
The ECB1 solenoid controls pressure entering the
hydrocarbon-based Soluble Organic Fraction (SOF)
brake oil gallery from the high-pressure oil rail gallery.
and carbon monoxide content of diesel exhaust by
simple oxidation. The DOC can be used during Engine Compression Brake 2 (ECB2) solenoid –
an active regeneration to create higher exhaust The ECB2 solenoid controls pressure entering the
temperatures, thereby reducing soot in the DPF. brake oil gallery from the high-pressure oil rail gallery.
Digital Multimeter (DMM) – An electronic meter that Engine Compression Brake Pressure (ECBP)
uses a digital display to indicate a measured value. sensor – A high-pressure sensor that provides a
Preferred for use on microprocessor systems because feedback signal to the ECM indicating brake control
it has a very high internal impedance and will not load pressure.
down the circuit being measured.
Engine Coolant Level (ECL) sensor – A switch
Disable – A computer decision that deactivates a sensor that monitors coolant level.
system and prevents operation of the system.
Engine Coolant Temperature 1 (ECT1) sensor
Displacement – The stroke of the piston multiplied by – A thermistor sensor that detects engine coolant
the area of the cylinder bore multiplied by the number temperature.
of cylinders in the engine.
Engine Coolant Temperature 2 (ECT2) sensor
Down Stream Injection (DSI) – The DSI system – A thermistor sensor that detects engine coolant
injects fuel into the exhaust system to increase temperature.
temperature of the exhaust gases and is necessary
Engine Fuel Temperature (EFT) sensor – A
for DPF regeneration.
thermistor sensor that measures fuel temperature.
Driver (high side) – A transistor within an electronic
Engine lamp – An instrument panel lamp that comes
module that controls the power to an actuator circuit.
on when DTCs are set. DTCs can be read as flash
codes (red and amber instrument panel lamps).
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462 11 TERMINOLOGY
Engine OFF tests – Tests that are done with the Exhaust Manifold Pressure (EMP) sensor – A
ignition switch ON and the engine OFF. variable capacitance sensor used to indicate air
pressure in the exhaust manifold.
Engine Oil Pressure (EOP) sensor – A variable
capacitance sensor that measures oil pressure. Exhaust Manifold Temperature (EMT) sensor
– A thermistor style sensor used to indicate air
Engine Oil Temperature (EOT) sensor – A
temperature in the exhaust manifold.
thermistor sensor that measures oil temperature.
Fault detection/management – An alternate control
Engine rating – Engine rating includes Rated hp and
strategy that reduces adverse effects that can be
Rated rpm.
caused by a system failure. If a sensor fails, the ECM
Engine RUNNING tests – Tests done with the engine substitutes a good sensor signal or assumed sensor
running. value in its place. A lit amber instrument panel lamp
signals that the vehicle needs service.
Engine Throttle Valve (ETV) and Engine Throttle
Position Sensor – The ETV valve is used to Failure Mode Indicator (FMI) – Identifies the fault or
control airflow during a regeneration process of the condition effecting the individual component.
aftertreatment system. The ETV valve is also used
Filter restriction – A blockage, usually from
to ensure a smooth engine shut down by restricting
contaminants, that prevents the flow of fluid through
airflow to the engine at shut down.
a filter.
Engine Warning Protection System (EWPS) –
Flash code – See Diagnostic Trouble Code (DTC).
Safeguards the engine from undesirable operating
conditions to prevent engine damage and to prolong Fuel Delivery Pressure (FDP) sensor – A variable
engine life. capacitance sensor that monitors fuel pressure
coming from the fuel tank and sends a signal to the
Exhaust Back Pressure (EBP) – The pressure
ECM.
present in the exhaust system during the exhaust
period. Fuel inlet restriction – A blockage, usually from
contaminants, that prevents the flow of fluid through
Exhaust Back Pressure Valve (EBPV) – A valve that
the fuel inlet line.
regulates the amount of air pressure applied to the
EBPV pneumatic actuator. Fuel pressure – The force fuel exerts on the fuel
system as it is pumped through the fuel system.
Exhaust brake – A brake device using engine
exhaust back pressure as a retarding medium. Fuel Pressure Control Valve (FPCV) – The FPCV
controls the fuel pressure to the fuel rails and is
Exhaust Gas Recirculation (EGR) – A system used
controlled by the ECM. FPCV control depends on fuel
to recirculate a portion of the exhaust gases into the
pressure and fuel temperature.
power cylinder in order to reduce oxides of nitrogen.
Fuel Rail Pressure (FRP) – The amount of pressure
Exhaust Gas Temperature (EGT) – The temperature
in the fuel rail.
of exhaust gases.
Fuel Rail Pressure (FRP) sensor – A variable
Exhaust Gas Recirculation Temperature (EGRT)
capacitance sensor that monitors fuel pressure in the
sensor – A thermistor sensor that detects the exhaust
fuel rail and sends a signal to the ECM.
gas temperature entering the EGR cooler.
Fuel strainer – A pre-filter in the fuel system that
Exhaust Gas Recirculation (EGR) valve – The
keeps larger contaminants from entering the fuel
EGRV controls the flow of exhaust gases to the intake
system.
manifold. The EGRV is integrated with an EGR
Position (EGRP) sensor.
Exhaust manifold – Exhaust gases flow through the
exhaust manifold to the turbocharger exhaust inlet and
are directed to the EGR cooler.
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11 TERMINOLOGY 463
Fuel Volume Control Valve (FVCV) – The FVCV High Pressure Fuel Pump (HPFP) assembly – The
regulates the volume of flow sent to the HPFP. HPFP is a volumetric pump that supplies fuel at high
The FVCV allows a sufficient quantity of fuel to be pressure. The HPFP is mounted in the rear valley on
delivered to the HPFP depending on engine load, the top of the engine and is driven by the camshaft.
speed, injector quantity, fuel temperature, and number
High-pressure Piezo Common Rail (HPCR) – The
of injections per cycle.
HPFP pumps fuel through separate tubes to each
Fully equipped engine – A fully equipped engine fuel rail. Each fuel rail has four fuel tubes, one for
is an engine equipped with only those accessories each injector, that maintain constant pressure from the
necessary to perform its intended service. A fully high-pressure pump to each injector.
equipped engine does not include components
High speed digital inputs – Inputs to the ECM from
that are used to power auxiliary systems. If these
a sensor that generates varying frequencies (engine
components are integral with the engine or, for any
speed and vehicle speed sensors).
reason are included on the test engine, the power
absorbed may be determined and added to the net Horsepower (hp) – Horsepower is the unit of work
brake power. (SAE J1995 JUN90) done in a given period of time, equal to 33,000 pounds
multiplied by one foot per minute. 1hp = 33,000 lb x 1
Fusible link (fuse link) – A fusible link is a special
ft /1 min.
section of low tension cable designed to open the
circuit when subjected to an extreme current overload. Humidity Sensor (HS) – A sensor that measures
(SAE J1156 APR86) the moisture content of filtered air entering the intake
system.
Gradeability – The maximum percent grade, which
the vehicle can transverse for a specified time at a Hydrocarbons – Organic compounds consisting of
specified speed. The gradeability limit is the grade hydrogen and carbon (fuel and oil).
upon which the vehicle can just move forward. (SAE
Hydrocarbon Injector – Injects fuel into the exhaust
J227a)
system to increase temperature of the exhaust gases.
Gross Combined Weight Rating (GCWR) –
Injection Pressure Regulator (IPR) valve – A valve
Maximum combined weight of towing vehicle
that is used to maintain desired injection control
(including passengers and cargo) and the trailer.
pressure.
The GCWR indicates the maximum loaded weight
that the vehicle is allowed to tow. Injection Control Pressure (ICP) sensor – Provides
a feedback signal to the ECM indicating injection
Gross brake horsepower – The power of a complete
control pressure.
basic engine, with air cleaner, without fan, and
alternator, and air compressor not charging. Inlet Air Heater (IAH) – The IAH is primarily used to
assist in starting the engine during cold weather. In
H-Bridge Circuit – An H-Bridge (bipolar) circuit
addition, it helps to reduce white smoke emissions by
operates like putting a power source on one side of a
heating the incoming air.
motor and connecting the other side of the motor to a
ground. This turns the motor. By shifting the leads on Intake manifold – Engine component that evenly
the motor, it will turn in the opposite direction. supplies air to each intake port in the cylinder head(s).
Hall effect – The development of a transverse electric Intake Manifold Pressure (IMP) sensor – A variable
potential gradient in a current-carrying conductor or capacitance sensor used to indicate air pressure in the
semiconductor when a magnetic field is applied. intake manifold.
Hall effect sensor – Transducer that varies its output Intake Manifold Temperature (IMT) sensor – A
voltage in response to changes in a magnetic field. thermistor sensor used to indicate air temperature in
Commonly used to time the speed of wheels and the intake manifold.
shafts.
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464 11 TERMINOLOGY
Internal Transfer Pump (ITP) – The ITP is part of The ECM monitors the MAF signal so that the ECM
the HPFP assembly and driven off the same shaft can control the EGR and intake throttle systems.
as the HPFP assembly. The ITP supplies fuel at a
MasterDiagnostics® (MD) – Diagnostics software for
slightly higher pressure and flow to the HPFP though
engine related components and systems.
the Fuel Volume Control Valve (FVCV). The ITP
also provides fuel for cooling and lubrication of the Magnehelic Gauge – A gauge that measures
HPFP. Fuel is rerouted as pump return flow through pressure in inches of water.
the HPFP cooling and lubrication valve. Pressure is
Magnetic Pickup Sensor – A magnetic pickup
maintained at the inlet of the HPFP piston pump by
sensor generates an alternating frequency that
an ITP regulator.
indicates speed. Magnetic pickups have a two-wire
International NGV Tool Utilized for Next connection for signal and ground. This sensor has a
Generation Electronics (INTUNE) – The permanent magnetic core surrounded by a wire coil.
diagnostics software for chassis related components The signal frequency is generated by the rotation of
and systems. the gear teeth that disturb the magnetic field.
Interstage Cooler (ISC) – Uses cooled coolant to Metering unit valve assembly – The Metering unit
lower the charged air temperature that exits from the valve assembly provides a metered amount of fuel to
turbocharger low-pressure compressor and enters the the Aftertreatment Fuel Injector (AFI).
turbocharger high-pressure compressor.
Microprocessor – An integrated circuit in a
Low speed digital inputs – Switched sensor inputs microcomputer that controls information flow.
that generate an on/off (high/low) signal to the ECM.
Micro Strain Gauge (MSG) Sensor – A MSG sensor
The input to the ECM from the sensor could be from
measures pressure. Pressure exerts force on a
a high input source switch (usually 5 or 12 volts) or
pressure vessel that stretches and compresses to
from a grounding switch that grounds the signal from
change resistance of strain gauges bonded to the
a current limiting resistor in the ECM that creates a low
surface of the pressure vessel. Internal sensor
signal (0 volts).
electronics convert the changes in resistance to a
Low temperature radiator thermostat – Coolant ratiometric voltage output.
flow to the low temperature radiator is regulated by
Nitrogen Oxides (NOx) – Nitrogen oxides form by
the low temperature radiator thermostat.
a reaction between nitrogen and oxygen at high
Lubricity – Lubricity is the ability of a substance temperatures and pressures in the combustion
to reduce friction between solid surfaces in relative chamber.
motion under loaded conditions.
Normally closed – Refers to a switch that remains
Lug (engine) – A condition when the engine is run at closed when no control force is acting on it.
an overly low RPM for the load being applied.
Normally open – Refers to a switch that remains open
Manifold Absolute Pressure (MAP) – Boost when no control force is acting on it.
pressure in the manifold that is a result of the
Ohm (Ω) – The unit of electrical resistance. One ohm
turbocharger.
is the value of resistance through which a potential of
Manifold Absolute Pressure (MAP) sensor – A one volt will maintain a current of one ampere. (SAE
variable capacitance sensor that measures boost J1213 NOV82)
pressure.
On demand test – A self-test the technician initiates
Manometer – A double-leg liquid-column gauge, or a using the EST that is run from a program in the
single inclined gauge, used to measure the difference software.
between two fluid pressures. Typically, a manometer
Output Circuit Check (OCC) – An on-demand test
records in inches of water.
done during an Engine OFF self-test to check the
Mass Airflow – The intake airflow in an engine. continuity of selected actuators.
Mass Airflow (MAF) sensor – The MAF sensor is
used for closed loop control of the EGR valve and ITV.
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11 TERMINOLOGY 465
Oxides of Nitrogen (NOx) – Nitrogen oxides formed Regeneration – Oxidation of accumulated soot
by a reaction between nitrogen and oxygen at high (carbon-based particulates) in the Diesel Particulate
temperatures. Filter (DPF). The soot is reduced to ash and stored in
the PDF.
Oxygen Sensor (O2S) – A sensor that monitors
oxygen levels in the exhaust. Ratiometric Voltage – In a Micro Strain Gauge
(MSG) sensor, pressure to be measured exerts force
pH – A measure of the acidity or alkalinity of a solution.
on a pressure vessel that stretches and compresses
Particulate matter – Particulate matter includes to change resistance of strain gauges bonded to
mostly burned particles of fuel and engine oil. the surface of the pressure vessel. Internal sensor
electronics convert the changes in resistance to a
Piezometer – An instrument for measuring fluid
ratiometric voltage output.
pressure.
Reference voltage (VREF) – A 5 volt reference supplied
Power – Power is a measure of the rate at which
by the ECM to operate the engine sensors.
work (force x distance) is done during a specific time.
Compare with Torque. Reserve capacity – Time in minutes that a fully
charged battery can be discharged to 10.5 volts at 25
Power TakeOff (PTO) – Accessory output, usually
amperes.
from the transmission, used to power a hydraulic
pump for a special auxiliary feature (garbage packing, Return Fuel System – The return fuel system moves
lift equipment, etc). unused fuel from the fuel injectors to the fuel cooler.
Excess fuel out of the FVCV and the FPCV mix with
Pulse Width Modulation (PWM) – Succession of
fuel from the fuel injectors on the way to the fuel cooler.
digital electrical pulses, rather than an analog signal.
Efficient method of providing power between fully on ServiceMaxx™ software – Diagnostics software for
and fully off. engine related components and systems.
Random Access Memory (RAM) – Computer Signal Conditioner – The signal conditioner in the
memory that stores information. Information can internal microprocessor converts analog signals to
be written to and read from RAM. Input information digital signals, squares up sine wave signals, or
(current engine speed or temperature) can be stored amplifies low-intensity signals to a level that the ECM
in RAM to be compared to values stored in Read Only microprocessor can process.
Memory (ROM). All memory in RAM is lost when the
Signal ground – The common ground wire to the
ignition switch is turned off.
ECM for the sensors.
Rated gross horsepower – Engine gross
Speed Control Command Switches (SCCS) – A set
horsepower at rated speed as declared by the
of switches used for cruise control, Power TakeOff
manufacturer. (SAE J1995 JUN90)
(PTO), and remote hand throttle system.
Rated horsepower – Maximum brake horsepower
Steady state condition – An engine operating
output of an engine as certified by the engine
at a constant speed and load and at stabilized
manufacturer. The power of an engine when
temperatures and pressures. (SAE J215 JAN80)
configured as a basic engine. (SAE J1995 JUN90)
Strategy – A plan or set of operating instructions
Rated net horsepower – Engine net horsepower at
that the microprocessor follows for a desired goal.
rated speed as declared by the manufacturer. (SAE
Strategy is the computer program itself, including
J1349 JUN90)
all equations and decision making logic. Strategy is
Rated speed – The speed, as determined by the always stored in ROM and cannot be changed during
manufacturer, at which the engine is rated. (SAE calibration.
J1995 JUN90)
Stroke – The movement of the piston from Top Dead
Rated torque – Maximum torque produced by an Center (TDC) to Bottom Dead Center (BDC).
engine as certified by the manufacturer.
Substrate – Material that supports the wash coating
or catalytic materials.
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466 11 TERMINOLOGY
Suspect Parameter Number (SPN) – A 19-bit Turbocharger – A turbine driven compressor

number used to identify the item for which diagnostics mounted on the exhaust manifold. The turbocharger
are being reported. The SPN is used for multiple increases the pressure, temperature and density of
purposes, some that are specific to diagnostics are intake air to charge air.
as follows;
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
• Identify the least repairable subsystem that has sensor – A variable capacitance sensor that monitors
failed. exhaust back-pressure.
• Identify subsystems or assemblies that may not Turbocharger 2 Compressor Inlet (TC2CIS) sensor
have hard failures but may be exhibiting abnormal – The TC2CIS sensor includes a thermistor sensor
operating performance. that monitors the temperature of charge air entering
the HP turbocharger. This sensor also monitors boost
• Identify a particular event or condition that will be
pressure for the LP turbocharger.
reported.
Turbocharger Wastegate Control (TCWC) solenoid
• Report a component and non-standard failure
– Controls the TCWC actuator by regulating the
mode.
amount of charge air pressure supplied to the TCWC
System restriction (air) – The static pressure actuator. The TCWC solenoid is controlled by signals
differential that occurs at a given airflow from air from the ECM in response to engine speed, required
entrance through air exit in a system. Usually fuel quantity, boost, exhaust back-pressure, and
measured in inches (millimeters) of water. (SAE altitude.
J1004 SEP81)
Turbocharger 1 Wastegate Control (TC1WC)
Tachometer output signal – Engine speed signal for solenoid – Controls the TC1WC actuator by
remote tachometers. regulating the amount of charge air pressure supplied
to the TC1WC actuator. The TC1WC solenoid is
Thermistor – A semiconductor device. A sensing
controlled by signals from the ECM in response to
element that changes resistance as the temperature
engine speed, required fuel quantity, boost, exhaust
changes.
back-pressure, and altitude. The TC1WC actuator is
Thermistor Sensor – Changes electrical resistance part of the turbocharger assembly.
with changes in temperature. Resistance in the
Turbocharger 2 Wastegate Control (TC2WC)
thermistor decreases as temperature increases, and
solenoid – Controls the TC2WC actuator by
increases as temperature decreases. Thermistors
regulating the amount of charge air pressure supplied
work with a resistor that limits current to form a voltage
to the wastegate actuator. The TC2WC solenoid is
signal matched with a temperature value.
controlled by signals from the ECM in response to
Thrust load – A thrust load pushes or reacts through engine speed, required fuel quantity, boost, exhaust
a bearing in a direction parallel to the shaft. back-pressure, and altitude. The TC2WC actuator is
part of the turbocharger assembly.
Top Dead Center (TDC) – The uppermost position of
the piston during the stroke. Variable capacitance sensor – A variable
capacitance sensor measures pressure. The
Torque – A force having a twisting or turning effect.
pressure forces a ceramic material closer to a thin
For a single force, the cross product of a vector from
metal disc in the sensor, changing the capacitance of
some reference point to the point of application of the
the sensor.
force within the force itself. Also known as moment of
force or rotation moment. Torque is a measure of the Vehicle Electronic System Programming System –
ability of an engine to do work. The computer system used to program electronically
controlled vehicles.
Truck Computer Analysis of Performance and
Economy (TCAPE) – A computer program that Vehicle Retarder Enable/Engage – Output from the
simulates the performance and fuel economy of ECM to a vehicle retarder.
trucks.
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11 TERMINOLOGY 467
Vehicle Speed Sensor (VSS) – Normally a magnetic Voltage – Electrical potential expressed in volts.
pickup sensor mounted in the tailshaft housing of the
Voltage drop – Reduction in applied voltage from the
transmission, used to indicate ground speed.
current flowing through a circuit or portion of the circuit
Viscosity – The internal resistance to the flow of any current multiplied by resistance.
fluid.
Voltage ignition – Voltage supplied by the ignition
Viscous fan – A fan drive that is activated when a switch when the key is ON.
thermostat, sensing high air temperature, forces fluid
Washcoat – A layer of alumina applied to the
through a special coupling. The fluid activates the fan.
substrate in a monolith-type converter.
Volt (v) – A unit of electromotive force that will move
Water In Fuel (WIF) sensor – A switch sensor that
a current of one ampere through a resistance of one
measures the amount of water in the fuel.
Ohm.
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468 11 TERMINOLOGY
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12 APPENDIX A: PERFORMANCE SPECIFICATIONS 469
Table of Contents
All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471
MaxxForce® DT (7.6L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .476

215 hp @ 2200 rpm (12NUK). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .476
230 hp @ 2200 rpm (12NUL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .478
230 hp @ 2200 rpm (12NUM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .480
245 hp @ 2200 rpm (12NUN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .482
260 hp @ 2200 rpm (12NUP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .484
270 hp @ 2200 rpm (12NUR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .486
280 hp @ 2200 rpm (12NUS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488
300 hp @ 2200 rpm (12NUT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490
MaxxForce® 9 (9.3L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492

300 hp @ 2000 rpm (12NUU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492
315 hp @ 2000 rpm (12NUV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .494
315 hp @ 2000 rpm (12NUW). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .496
MaxxForce® 10 (9.3L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .498

310 hp @ 2000 rpm (12NUX). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .498
330 hp @ 2000 rpm (12NUY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .500
350 hp @ 2000 rpm (12NUZ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .502
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470 12 APPENDIX A: PERFORMANCE SPECIFICATIONS
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All Ratings
Pressure Sensors
Key-On Engine-Off
Barometric pressure at 620 ft above sea level 98 kPa (14 psi) / 4.0 V
Brake control pressure 0 MPa (0 psi) / 0 V
Engine oil pressure 12.38 kPa (1.80 psi)
Exhaust back pressure 0 kPa (0 psi) / 0.5 V
Exhaust gas differential pressure 0 kPa (0 psi) / 0.920V
Injection control pressure 0 MPa (0 psi) / 0.24 V
Manifold boost pressure (gauge) 65 kPa (9.43 psi)
0 kPa (0 psi) / 0.72 V with fuel pump off
Engine fuel pressure 517 kPa (90 psi) with fuel pump on
NOTE: FDP sensor will read 517 kPa (75

psi) maximum
Exhaust gas recirculation position 35 %
Engine throttle position 0%
Mass air flow sensor 1700 Hz
Position Sensors
Key-On Engine-Off
Accelerator Position Sensor 1 (at idle) 1.201 V / 0 %
Accelerator Position Sensor 1 (fully depressed) 99.9 %
Accelerator Position Sensor 2 (at idle) 0.56 V / 0 %
Accelerator Position Sensor 2 (fully depressed) 99.9 %
Exhaust gas recirculation valve position (min) 35 %
Exhaust gas recirculation valve position (max) 85 %
Engine throttle valve position (min) 0%
Engine throttle valve position (max) 100 %
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Engine Cranking
Cranking rpm (min) 130 rpm
20 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.
Battery voltage (min based on ECM drop out) 9V
Injection control pressure (min to start engine) 5 MPa (725 psi) / 0.95 V
Exhaust gas recirculation valve 35 %
Engine fuel pressure 517 kPa (75 psi)
NOTE: FDP sensor will read 517 kPa (75

psi) maximum. When tested with a gauge,
fuel pressure should be 621 kPa (90 psi).
Temperature Sensors
Low Idle, no load, stabilized engine operating temperature
85 °C (185 °F) ± 2.78 °C (5 °F)

Engine coolant temperature (at thermostat opening)
1.26 V ± 0.4 V
Engine oil temperature should not go 5.5 °C (10 °F) above engine coolant temperature.
Manifold air temperature 66 °C (150 °F) ± 5.5 °C (10 °F)
Pressure - check with sensor and mechanical

gauge
Engine oil pressure (min with gauge) 214 kPa (31 psi) / 2.19 V
Engine fuel pressure 517 kPa (75 psi) / 4.38 V
Mass air flow sensor 3140 Hz ± 100 Hz
High Idle, Parasitic load, at stabilized operating temperature
Engine fuel pressure (min) 517 kPa (75 psi) / 0.72 V
Engine fuel pressure (max) 517 kPa (75 psi) / 4.94 V
Mass air flow sensor 7064 Hz ± 100 Hz
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Actuator Output State Test
Injector pressure regulator valve Output state LOW – 0%
Output state HIGH – 90%
Exhaust gas recirculation valve Output state LOW – 35%
Engine throttle valve Output state LOW – 0%
Engine throttle valve position Output state LOW – 1.12 V
Output state HIGH – 4.7 V
Turbocharger wastegate solenoid Output state LOW – 0%
Exhaust brake solenoid Output state LOW – 0%
Full load, ECM rated speed at highway, stabilized operating temperature
Air cleaner restriction (max) 6.2 kPa (25 in H2O)
Engine fuel pressure (min) 516 kPa (74 psi) / 4.86 V
Engine fuel pressure (max) 517 kPa (75 psi) / 4.94 V
4612 Hz (min)
Mass air flow sensor
8138 Hz (max)
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Component Specifications
Temperature Sensor (ECT)
Temperature at -18 °C (0 °F) 4.62 V / 247 kΩ ± 12.4 kΩ
Temperature at 0 °C (32 °F) 4.37 V / 96 kΩ ± 4.8 kΩ
Temperature at 65 °C (150 °F) 1.93 V / 6.3 kΩ ± 0.3 kΩ
Temperature Sensor (EOT)
Temperature Sensor (IMT)
Temperature at -18 °C (0 °F) 4.64 V / 269 kΩ
Temperature at 0 °C (32 °F) 4.40 V / 99 kΩ
Temperature at 21 °C (70 °F) 3.80 V / 36 kΩ
Temperature at 65 °C (150 °F) 1.89 V / 6.2 kΩ
Temperature at 93 °C (200 °F) 0.99 V / 2.5 kΩ
Temperature Sensor (AIT)
Temperature at 65 °C (150 °F) 0.908 V / 6.335 Ω ± 81 Ω
Temperature Sensors (DOCIT, DOCOT, DPFOT)
Temperature at 21 °C (70 °F) 0.88 V / 216 Ω
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Component Specifications (cont.)
Other Components
CMP sensor 850 Ω @ 23 °C (73 °F)
CKP sensor 420 Ω ± 140 Ω
Injector coil 0.575 Ω ± 0.575 Ω
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MaxxForce® DT (7.6L)
215 hp @ 2200 rpm (12NUK)
MaxxForce® DT/215 hp @ 2200 rpm / 560 ft•lb @ 1300 rpm
50 state 2010 Model Year (MY)
Engine unit code 12NUK
Engine model MaxxForce® DT/215
Engine Family Rating Code (EFRC) 1121
Injection timing Nonadjustable
High idle speed - manual transmission 2600 rpm
High idle speed - automatic transmission 2600 rpm
Low idle speed 700 rpm
Manifold boost pressure 0 kPa (0 psia)
Exhaust back pressure 2 kPa (0.29 psia) / 0.74 V
Injection control pressure 5.9 MPa (859 psia) / 1.07 V
EGR Position 80%
Engine Throttle Position 82.4%
High Idle, no load, stabilized engine operating temperature
Exhaust back pressure 179 kPa (26 psia) / 2.16 V
Injection control pressure 17 MPa (2518 psia) / 2.62 V
EGR Position 51.21%
Torque converter stall (automatic transmission) 2000 rpm or greater @ 5 seconds or less
Full load, ECM rated speed at highway, stabilized engine operating temperature
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Exhaust back pressure 290 kPa (42 psia)
Injection control pressure 31 MPa (4525 psia)
EGR Position 37.94%
Engine Throttle Position

0%
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230 hp @ 2200 rpm (12NUL)
Engine unit code 12NUL
Exhaust back pressure 1.3 kPa (0.19 psia) / 0.74 V
Injection control pressure 6 MPa (877 psi) / 1.07 V
EGR Position 80%
Manifold boost pressure 60 kPa (8.7 psi)
Injection control pressure 12.2 MPa (1777 psi) / 2.62 V
EGR Position 51.21%
Engine Throttle Position 0%
Manifold boost pressure 159 kPa (23 psi)
Exhaust back pressure 247 kPa (35.85 psia)
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Injection control pressure 30.3 MPa (4401 psi)
EGR Position 43.13%
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230 hp @ 2200 rpm (12NUM)
Engine unit code 12NUM
Injection control pressure 5.9 MPa (859 psia) / 1.07 V
EGR Position 80%
EGR Position 51.21%
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EGR Position 37.9%
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245 hp @ 2200 rpm (12NUN)
Engine unit code 12NUN
EGR Position 72.45%
EGR Position 41.3%
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EGR Position 38.2%
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260 hp @ 2200 rpm (12NUP)
Engine unit code 12NUP
EGR Position 72.45%
EGR Position 43%
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EGR Position 37.2%
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270 hp @ 2200 rpm (12NUR)
Engine unit code 12NUR
EGR Position 72.45%
EGR Position 41.3%
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EGR Position 31.2%
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280 hp @ 2200 rpm (12NUS)
Engine unit code 12NUS
EGR Position 72.45%
EGR Position 40.9%
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EGR Position 31.9%
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300 hp @ 2200 rpm (12NUT)
Engine unit code 12NUT
EGR Position 72.45%
EGR Position 42.2%
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EGR Position 30.9%
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MaxxForce® 9 (9.3L)
300 hp @ 2000 rpm (12NUU)
MaxxForce® 9/300 hp @ 2000 rpm / 860 ft•lb @ 1200 rpm
Engine unit code 12NUU
Engine model MaxxForce® 9/300
EGR Position 82.09%
EGR Position 23.98%
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EGR Position 28.35%
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315 hp @ 2000 rpm (12NUV)
Engine unit code 12NUV
EGR Position 82.09%
EGR Position 23.98%
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EGR Position 28.35%
EGES-455
315 hp @ 2000 rpm (12NUW)
Engine unit code 12NUW
EGR Position 82.09%
EGR Position 23.98%
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EGR Position 28.35%
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MaxxForce® 10 (9.3L)
310 hp @ 2000 rpm (12NUX)
Engine unit code 12NUX
EGR Position 82.09%
EGR Position 23.98%
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EGR Position 28.35%
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330 hp @ 2000 rpm (12NUY)
Engine unit code 12NUY
EGR Position 82.09%
EGR Position 23.98%
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EGR Position 28.35%
EGES-455
350 hp @ 2000 rpm (12NUZ)
Engine unit code 12NUZ
EGR Position 82.09%
EGR Position 23.98%
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EGR Position 28.35%
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13 APPENDIX B: SIGNAL VALUES 505
Table of Contents
Signal Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .507
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506 13 APPENDIX B: SIGNAL VALUES
EGES-455
Signal Values
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the
breakout connected between the Engine Control Module (ECM) and engine harness. See “APPENDIX
A: PERFORMANCE SPECIFICATIONS” (page 471) for actuator output voltages, sensor values, and
component specifications in a wide range of conditions.
Chassis 76 Pin Connector

ECM Pin Abbreviation Circuit Name KOEO
C-1, 3, 5 ECM PWR ECM Power B+
C-2, 4, 6 ECM GND ECM Ground 0V
C-7 ECI Engine Crank Inhibit 0V
C-8 DOCIT DOC Inlet Temperature 0.90 V
C-9, 51, 63 VREF-C Voltage Reference 5.00 V
C-10 ATA-L ATA Communication Link Low 0.77 V – 1.30 V
C-11 XCS Transfercase 2.75 V
C-16 RPRE Remote Preset PTO 0V
C-17 DOCOT DOC Outlet Temperature 0.90 V
C-19 DPFDP DPF Differential Pressure 0.72 V
C-21 OWL Oil Warn Lamp 4.41 V
C-22 WEL Warn Engine Lamp 4.41 V
C-25 ATA-H ATA Communication Link High 3.05 V – 4.00 V
C-26 EGRP Exhaust Gas Recirculation Position 1.79 V
C-27 VREF-B Voltage Reference Body 5.00 V
C-29 AIT Air Inlet Temperature 2.47 V
C-31 SWBAT Switch Battery B+
C-33 APP1 Accelerator Pedal Position 1 1.10 V
C-34, 36 SIG GND-C Signal Ground Chassis 0V
C-35 SIG GND-B Signal Ground Body 0V
C-42 ECL Engine Coolant Level 0V
C-45 IPR PWR IPR Power B+
C-48 APP2 Accelerator Pedal Position 2 0.53 V
C-49 RAS Resume Accel Switch 0V
C-50 RAPP Remote Accelerator Pedal Position 0V
C-53 VSS-L Vehicle Speed Signal Low 2.75 V
C-54 VSS-H Vehicle Speed Signal High 2.75 V
C-58 EFC Engine Fan Control 4.41 V
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Chassis 76 Pin Connector

C-60 RVAR Remote Variable PTO 0V
C-61 J1939-H J1939 Data Link High 2.57 V
C-62 J1939-L J1939 Data Link Low 2.39 V
C-65 TDE Transmission Driveline Engaged 0V
C-67 DPFOT DPF Outlet Temperature 0.92 V
C-70 MPR Main Power Relay 0.76 V
C-71 TACH Tachometer B+
C-72 VSO Vehicle Speed Output B+
C-76 FPC Fuel Pump Control B+
EGES-455
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the
breakout connected between the Engine Control Module (ECM) and engine harness. See “APPENDIX
A: PERFORMANCE SPECIFICATIONS” (page 471) for actuator output voltages, sensor values, and
component specifications in a wide range of conditions.
Engine 76 Pin Connector

E-7 WIF Water In Fuel 4.66 V
E-12 MAF GND Mass Airflow Ground 0V
E-13 EOP Engine Oil Pressure 0.56 V
E-15 IMT Intake Manifold Temperature 2.67 V
E-20 EBP Exhaust Back Pressure 0.74 V
E-24 CMP-H Camshaft Position High 2.48 V
E-25 CKP-H Crankshaft Position High 2.50 V
E-28 SIG GND-E Signal Ground Engine 0V
E-32 FDP Fuel Delivery Pressure 0.73 V
E-33 ECT1 Engine Coolant Temperature 1 3.27 V
E-41 CKP-L Crankshaft Position Low 2.50 V
E-42 CMP-L Camshaft Position Low 2.28 V
E-43 IPR Injection Pressure Regulator B+
E-45 EBPV Exhaust Back Pressure Valve 0.52 V
E-48 IMP Intake Manifold Pressure 0.73 V
E-50 EGT Exhaust Gas Temperature 4.65 V
E-56 TC2TOP Turbocharger 2 Turbine Outlet Pressure 0V
E-57, 75 ETC-L Engine Throttle Control Low B+
E-58, 76 ETC-H Engine Throttle Control High B+
E-59 IAH-C Inlet Air Heater Control 2.86 V
E-66 EOT Engine Oil Temperature 3.44 V
E-67 MAF Mass Airflow 2.69 V
E-68 ETP Engine Throttle Position 1.12 V
E-69 FPM Fuel Pump Monitor 0V
E-71 EGRC Exhaust Gas Recirculation Control 3.95 V
E-73 TC2WC Turbocharger 2 Wastegate Control B+
EGES-455
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the breakout
harness connected between the gray valve cover connector and engine harness.
Gray 8 Pin UVC Connector

1 ECBP Engine Compression Brake Pressure 0.27 V
2, 7 SIG GND-E Signal Ground Engine 0V
3, 8 VREF-E Voltage Reference Engine 5.00 V
4 ECB1 Engine Compression Brake 1 0V

6 ICP Injection Control Pressure 0.27 V
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the 24-pin
breakout harness connected between the 24-pin connector and engine harness.
Downstream Injection (DSI) System

24-Pin Abbreviation Circuit Name KOEO
5 AFTFIT AFT Fuel Inlet Temperature 5.44 V
6, 15 AFT VREF AFT Voltage Reference 5.00 V
7 AFTFP1 AFT Fuel Pressure 1 4.79 V
8, 16 AFT SIG GND AFT Signal Ground 0V
9 AFTFD-H AFT Fuel Doser High 6.07 V
10 AFTFD-L AFT Fuel Doser Low 0V
17 AFTFP2 AFT Fuel Pressure 2 5.44 V
18 AFTFS-H AFT Fuel Shutoff High 6.08 V
19 AFTFS-L AFT Fuel Shutoff Low -0.35 V
EGES-455
14 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 511
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .513
EGES-455
512 14 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-455
14 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 513
Description product enhancements and field service issues. File

TSIs in this section for supplemental reference.
Technical Service Information (TSI) letters are
periodically published to inform service technicians of
EGES-455
514 14 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-455
Printed in the United States of America

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DIAGNOSTIC/TROUBLESHOOTING MANUAL

Engine Controlled Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67

Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73

Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97

Performance Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125

Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149

Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .427

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451

Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469

Appendix B: Signal Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .505

Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .511

Foreword Technical Service Literature

Technical Service Literature is revised periodically

Service Diagnosis • Knowledge of the principles of operation for

Safety Information • Restrain long hair.

This manual provides general and specific Vehicle

Read safety instructions before doing any service and Engine

Air Management System (AMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Exhaust and Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Engine Identification Engine Emission Label

Figure 1 Engine serial number

The engine serial number is in two locations:

Engine Accessory Labels

• Cooling fan clutch

MaxxForce® DT, 9, and 10 Diesel Engines

Standard Features The electric low-pressure fuel supply pump draws

consists of the Aftertreatment Control Module (ACM), • Coolant heater

Optional Features Chassis Mounted Features

Engine Component Locations (245 hp and above)

Figure 3 Component location – top

Figure 4 Component location – front

Figure 5 Component location – exhaust side

Figure 6 Component location – intake side

Figure 7 Component location – rear

Air Management System (AMS)

Figure 8 Air Management System (AMS)

Figure 9 Low and high-pressure turbocharger components (below 245 hp shown)

Exhaust Gas Recirculation (EGR) System

Figure 10 EGR system

The EGR system includes the following: • Coolant return tube

Figure 12 EGR control

Crankcase Ventilation System

Figure 13 Crankcase ventilation system

The turbine housing also provides oil drainage from

Aftertreatment (AFT) System

Figure 14 Aftertreatment (AFT) system

Downstream Injection System

Figure 15 Aftertreatment (AFT) system

Fuel Management System

Figure 16 Fuel management system

Figure 17 Injection Control Pressure (ICP) system

High-Pressure Oil Flow

ICP Closed Loop System

Figure 18 ICP closed loop system

ICP Control System

Figure 19 ICP control system