ENGINE PERFORMANCE Driveability - Diesel - Non-DTC Based Diagnostics, 6.7L Diesel - Ram Pickup

2014 RAM 3500 HD Laramie
2014 ENGINE PERFORMANCE Driveability - Diesel - Non-DTC Based Diagnostics, 6.7L Diesel - Ram Pickup
2014 ENGINE PERFORMANCE
Driveability - Diesel - Non-DTC Based Diagnostics, 6.7L Diesel - Ram Pickup
DIAGNOSIS AND TESTING

PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE - 6.7L
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .
DIAGNOSTIC TEST
1. NO RESPONSE
1. Make sure the scan tool will communicate with the appropriate modules.
Are you currently experiencing a NO RESPONSE condition?
Yes
The NO RESPONSE condition must be properly diagnosed before continuing.

Perform the appropriate BUS Communication test in DIAGNOSIS AND TESTING .
No
Go To 2
2. DTC PRESENT
NOTE: Before continuing, complete the 6.7L Cummins Turbo Diesel Diagnostic
Worksheet. Go to the TechConnect > submit the vehicle's VIN number >
Search Tab > and Select Create Diagnostic Worksheet.
1. Turn the ignition on.

2. With the scan tool, view PCM for DTCs.
Is there a DTC present?
Yes
Proceed to the MIL LIGHT ON PRETEST PROCEDURE. Refer to MIL LIGHT ON

PRETEST PROCEDURE .
No
Go To 3
3. CHECK FOR SYMPTOM BASED ISSUES
Thursday, November 16, 2017 19:47:01

19:46:59 Page 1
1. Check the vehicle for one of the following conditions:

Engine No Start/Hard Start
Engine Misfires/Runs Rough/Poor Performance
Engine Noise
Excessive Smoke (Black/Blue/White)
Do one of the following conditions exist?
Yes
Perform the appropriate symptom based diagnostic procedure. Refer to DIAGNOSIS AND
TESTING, 6.7L.
No
Verify the vehicles performance by performing the Diesel Fuel System Validation procedure.
Refer to STANDARD PROCEDURE .
AFTERTREATMENT INSPECTION GUIDELINE
Fig. 1: Exhaust System - 6.7L Diesel - P/U

Courtesy of CHRYSLER GROUP, LLC
1 - DIESEL OXIDATION CATALYST (DOC)

2 - NOx ABSORBER CATALYST (NAC)
3 - DIESEL PARTICULATE FILTER (DPF)
4 - BAND CLAMP
5 - MUFFLER
6 - TAILPIPE
7 - INSULATOR
Thursday, November 16, 2017 19:46:59 Page 2

Fig. 2: 6.7L Diesel- CAB Chassis

1 - EXHAUST PIPE
2 - FLANGE NUTS
3 - DIESEL OXIDATION CATALYST (DOC)
4 - DIESEL PARTICULATE FILTER (DFP)
5 - BAND CLAMP
6 - MUFFLER
7 - TAILPIPE
8 - INTERMEDIATE PIPE
OVERVIEW
This service document provides visual inspection guidelines for the aftertreatment systems used in Cummins
6.7L powered Dodge Ram vehicles. This includes both Pickup truck, model years 2007-Present (2500 & 3500
Series) and Cab Chassis model years 2007-2010 (4500 & 5500 Series). For removal and installation procedures,
reference EXHAUST SYSTEM - 2500 HD & 3500 HD . The Aftertreatment systems are uniquely different
for the Pickup truck and Chassis Cab. Above are diagrams of both systems.
DIAGNOSTIC TEST
1. PICKUP OR CAB CHASSIS VEHICLE
Is the vehicle a Pickup or Cab Chassis frame?
Pickup
Go To 2
Cab Chassis
Go To 5

2. PICKUP VEHICLE INSPECTION OF THE DIESEL PARTICULATE FILTER (DPF)
NOTE: The primary failure modes for the DPF are inlet face plugging, internal
cracking and internal melting. Inlet face plugging is easily diagnosed.
Internal cracking and melting can be identified by soot patterns on the
DPF outlet and/or evidence of soot on the outlet tail pipe.
Fig. 3: Example Of A Failed DPF Due To Severe Face Plugging

1. Remove the DPF from the vehicle.

2. Inspect the inlet face of the DPF.
NOTE: DPF Inlet is the flanged side.
3. This figure is an example of a failed DPF due to severe face plugging. All inlet channel

openings are completely plugged. Symptoms would possibly include hard or no start and/or related
P-codes.
Fig. 4: Example Of A Good DPF Inlet

4. This figure is an example of a good DPF inlet. Note that immediately following a regeneration
event, the inlet face will/may look cleaner. Also note that it is normal for the inlet face to be coated
with soot. Inlet channels should be open and visible. As long as cell matrix is visible the inlet is ok.

Fig. 5: Example Of A Failed DPF Due To An Internal Melting Of Cells

5. Inspect the outlet of the DPF.

6. This figure is an example of a failed DPF due to an internal melting of cells. The DPF outlet
face and pipe show evidence of soot. Symptoms can include Black Smoke, and/or related P-codes.

Fig. 6: Example Of A Failed DPF Due To An Internal Cracking Of The Substrate

7. This figure is an example of a failed DPF due to an internal cracking of the substrate. The
DPF outlet channel openings show evidence of soot. Close inspection shows several blackened
channel openings or "black cells. Also Outlet pipe shows evidence of soot. Symptoms can include
Black Smoke, and/or related P-codes.
Fig. 7: Example Of A Failed DPF Due To A Leak At The DPF Outlet Rim Of Substrate
8. This figure is an example of a failed DPF due to a leak at the DPF Outlet rim of substrate.
Look for black cells on the outlet face.

Fig. 8: Examples Of A Good DPF

9. This figure and the next are examples of a good DPF. In this figure, it is not black or does not
show any black cells. Note orange appearance near weep hole at bottom. This is dirt ingestion from
dusty areas that does not affect filter performance. Outlet pipe is not sooty as compared to a failed
part. Normally outlet face is off white or tan in appearance.

Fig. 9: Checking Pass Or Fail Condition Of DPF Using A 1 Inch Socket

10. This figure shows an enlarged section with a small black circle near the center of substrate. This is
the only sign of soot evident in the entire outlet inspection. A quick check with a 1" socket will
show pass/fail of this part. Using a one inch socket (1.375 inches Outer Diameter) and extension,
cover the black spot at the center of DPF outlet face. If the 1 inch socket covers the black spot
and no other black cells are visible, DPF doesn't need to be replaced. If there are any black
cells visible around the 1 inch socket, DPF does not meet pass criteria and should be replaced. If
there are any black cells on other portions of the outlet face in addition to a black spot in the center,
DPF should be replaced.
NOTE: Make sure one inch socket has about 1.375 inches of outer diameter
(Standard socket not impact). DPF outlet thermistor may be removed,
if it is in the path of the black spot.
Does the DPF show signs of face plugging, internal cracking or melting?
Yes
Replace the Diesel Particulate Filter in accordance with the service information.
No
Go To 3
3. INSPECTION OF THE NOx ABSORBER (NAC) ON A PICKUP

NOTE: The primary failure modes for the DPF are inlet face plugging, cracking
and internal melting. Inlet face plugging is easily diagnosed (would
resemble the figure showing face plugging of the DPF).
Fig. 10: Examples Of A Good NAC

1. Remove the NAC from the vehicle for inspection.

2. Inspect the inlet side of the NAC.
3. This figure and the next are examples of a good NAC. The inlet shows no signs of face
plugging, melted spots, or cracks on the face of the grid. A typical NAC inlet will be coated with
soot. The inspection process is to verify that light can be seen through the cells. If light can be
seen through the cell matrix then the part is good.

Fig. 11: Close Up View Of Wash-Coat Spots

4. This figure is a zoomed view to show close pictures of wash-coat spots. Typically the size of these
spots are 3/16". These are not due to melting and does not require replacement.
Does the NAC show signs of face plugging, internal cracking or melting?
Yes
Replace the NOx Absorber (NAC) in accordance with the service information.
No
Go To 4
4. INSPECTION OF THE DIESEL OXIDATION CATALYST (DOC)

Fig. 12: Example Of A Good DOC

NOTE: The DOC inlet is the only portion that can be inspected easily. Key modes
of failure are FACE plugging, debris and possibly melted channels.
1. This figure is an example of a good DOC. Soot is present on the inlet which is normal. As long
as cell matrix is visible the inlet is ok.
Does the DOC show signs of face plugging, internal cracking or melting?
Yes
Replace the Diesel Oxidation Catalyst (DOC) in accordance with the service information.
No
Test complete.
5. CAB CHASSIS VEHICLE INSPECTION OF THE DOC/DPF (DIESEL OXIDATION
CATALYST AND DIESEL PARTICULATE FILTER)

Fig. 13: Identifying DOC Inlet And Diffuser

NOTE: The inlet side to the DOC/DPF on the Cab Chassis is the Catalyst portion.
It resembles the Pickup NAC in appearance. The outlet side is the Diesel
Particulate Filter portion. This functions exactly the same as the DPF on
the pickup truck. Because they are combined, only the inlet of the DOC
and outlet of DPF on the cab chassis can be inspected.
1. Remove the DOC/DPF from the vehicle for inspection.

2. Inspect the DOC inlet. Look for signs of FACE plugging, debris and possibly melted channels.
NOTE: The DOC inlet can be identified by a "diffuser" leading into the inlet.
3. This figure and the next are examples of a good DOC. The inlet shows no signs of face
plugging, melted spots, or cracks on the face of the grid.

Fig. 14: Close Up View Of Wash-Coat Spots

4. This figure is a zoomed view to show close pictures of wash-coat spots. Typically the size of these
spots are 3/16". These are not due to melting and does not require replacement.

Fig. 15: Example Of A Failed DPF Due To An Internal Melting Of Cells

5. Inspect the outlet of the DPF.

6. This figure is an example of a failed DPF due to an internal melting of cells. The DPF outlet
face and pipe show evidence of soot. Symptoms can include Black Smoke, and/or related P-codes.

Fig. 16: Example Of A Failed DPF Due To An Internal Cracking Of The Substrate
7. This figure is an example of a failed DPF due to an internal cracking of the substrate. The
DPF outlet channel openings show evidence of soot. Close inspection shows several blackened
channel openings or "black cells. Also Outlet pipe shows evidence of soot. Symptoms can include
Black Smoke, and/or related P-codes.
Fig. 17: Example Of A Failed DPF Due To A Leak At The DPF Outlet Rim Of Substrate
8. This figure is an example of a failed DPF due to a leak at the DPF Outlet rim of substrate.
Look for black cells on the outlet face.

Fig. 18: Examples Of A Good DPF

9. This figure and the next are examples of a good DPF. In this figure, it is not black or does not
show any black cells. Note orange appearance near weep hole at bottom. This is dirt ingestion from
dusty areas that does not affect filter performance. Outlet pipe is not sooty as compared to a failed
part. Normally outlet face is off white or tan in appearance.

Fig. 19: Checking Pass Or Fail Condition Of DPF Using A 1 Inch Socket
10. This figure shows an enlarged section with a small black circle near the center of substrate. This is
the only sign of soot evident in the entire outlet inspection. A quick check with a 1" socket will
show pass/fail of this part. Using a one inch socket (1.375 inches Outer Diameter) and extension,
cover the black spot at the center of DPF outlet face. If the 1 inch socket covers the black spot
and no other black cells are visible, DPF doesn't need to be replaced. If there are any black
cells visible around the 1 inch socket, DPF does not meet pass criteria and should be replaced. If
there are any black cells on other portions of the outlet face in addition to a black spot in the center,
DPF should be replaced.
NOTE: Make sure one inch socket has about 1.375 inches of outer diameter
(Standard socket not impact). DPF outlet thermistor may be removed,
if it is in the path of the black spot.
Does the DOC/DPF appear to be face plugged, melted or have any internal cracking?
Yes
Replace the DOC/DPF in accordance with the service information.
No
Test complete.

CHECKING ENGINE MISFIRE/RUNS ROUGH/PERFORMANCE TEST
THEORY OF OPERATION
There are two purposes to this diagnostic test. The first purpose is to try to determine whether an engine misfire
or rough running condition can be narrowed down to a specific cylinder or if it is due to a fuel, air handling, or
exhaust system issue. The second purpose is to help the technician follow the correct path to diagnose and
completely repair the system at fault.
DIAGNOSTIC TEST
1. RELATED TSBs
NOTE: If there are DTCs present in the PCM, TCM, or ABS Modules, repair the
DTCs before proceeding.
1. Check for any TSBs or, PCM or CCN software updates that may relate to customer's complaint.
2. Follow the appropriate diagnostic procedure in the TSB.
Is vehicle repaired?
Yes
Repair complete.
Perform the POWERTRAIN VERIFICATION TEST - 6.7L. Refer to POWERTRAIN
VERIFICATION TEST - 6.7L .
No
Go To 2
2. VISUAL INSPECTION
1. Perform an inspection of the following:
Verify there are no external fuel or coolant leaks.
Verify the oil level. An excessively high or low oil level may cause a performance issue.
Visually inspect the air filter for a restriction.
Verify that the battery voltage is between 12.5 and 14.0 Volts when running.
Verify that there are no Non-OEM engine modifications installed on the vehicle.
Verify proper fuel level.
Listen for any obvious intake or exhaust leaks.
Were any of the above conditions found?
Yes

Repair as necessary and verify repair.

No
Go To 3
3. CHECKING THE AIR FILTER
1. Visually inspect the Air Filter for modifications, or excessive dirt or debris causing a restriction.
Were any issues found?
Yes
Replace the Air Filter.

Go To 4
No
Go To 4
4. CHECKING FUEL QUALITY/CONTAMINATION
1. Check the quality of the fuel using the DIESEL FUEL CONTAMINATION TEST PROCEDURE.
Refer to DIESEL FUEL CONTAMINATION TESTING PROCEDURE .
Was any contamination detected?
Yes
Perform the appropriate repair according to the testing and cleaning procedure.
No
Go To 5
5. CHECKING CYLINDER CONTRIBUTION
1. Using the scan tool, navigate to Miscellaneous Functions and perform the Injector Kill test
procedure.
Do the results indicate that a cylinder is low?
Yes
Go To 6

No
Go To 11
6. INJECTOR RETURN FLOW TEST
1. Refer to INJECTOR RETURN FLOW TEST and perform the INJECTOR RETURN FLOW
TEST diagnostic procedure.
Did the INJECTOR RETURN FLOW TEST pass?
Yes
Go To 7
No
Repair as necessary and verify repair. Inspect and clean any soot fouling in the Air Handling
and Exhaust systems as needed.
7. CHECKING FUEL INJECTOR AND VALVE COVER HARNESS TERMINALS
1. Turn the ignition off.
2. Visually check the valve cover connectors and Fuel Injector terminals for loose connections or
damaged threads.
3. Check the torque of the Fuel injector nuts.
NOTE: The Fuel injector nuts should be torqued to 8.8 in/lbs.
Are the Fuel injector nuts torqued correctly and the connections and terminals good?
Yes
Go To 8
No
Repair the connections as necessary.

8. CHECKING VALVE LASH
1. Check the valve lash adjustment on the suspect cylinder or cylinders.
Is the valve lash within specification?
Yes

Go To 9
No
Adjust the valve lash to specifications.

9. COMPRESSION CHECK
1. Perform a manual compression check of the cylinder.
Is the compression within specification?
Yes
Go To 10
No
Perform a cylinder leak down test to determine if the low compression is caused a by piston
or cylinder head/valve condition and repair as necessary. Inspect and clean any soot fouling
in the Air Handling and Exhaust systems as needed.
10. FUEL INJECTORS
1. Change the Fuel Injector with a Fuel Injector from another good cylinder.
2. With the scan tool, perform the Cylinder Cut-Out test.
Did the performance issue follow the Fuel Injector?
Yes
Replace the Fuel Injector and check for fuel contamination. If fuel is found to be
contaminated determine the point of entry of the contamination and repair. Inspect and clean
any soot fouling in the Air Handling and Exhaust systems as needed.
No
Go To 14
11. CHECK THE FUEL DELIVERY SYSTEM
1. Perform the CHECKING THE FUEL DELIVERY SYSTEM diagnostic procedure. Refer to
CHECKING THE FUEL DELIVERY SYSTEM .

Were any fuel system issues found?
Yes
Repair the Fuel Delivery System. Inspect and clean any soot fouling in the Air Handling and
Exhaust systems as needed.
No
Go To 12
12. CHECK THE ENGINE PRESSURE SENSORS
NOTE: Perform steps 5, 6, and 7 of the 6.7L Cummins Diagnostic Worksheet. Star
Center must be contacted before worksheet steps 5, 6, and 7 can be
completed.
1. Turn the engine off, ignition on.

2. With the scan tool, compare the Barometric Sensor reading and the Exhaust Pressure Sensor
reading.
Are the two readings equal?
Yes
Go To 13
No
Compare the two readings to the Inlet Air Pressure Sensor reading. Replace the sensor that
does not match the Inlet Air Pressure Sensor.
13. CHECK CRANKCASE FILTER
1. Verify proper Crankcase Filter operation.
Were any problems found?
Yes
Repair as necessary.

No
Go To 14
14. CHECKING THE INTAKE SYSTEM
1. Check for inlet restriction, inspect air filter for excessive dirt/debris. Verify air intake lines are not
kinked or restricted.
2. Refer to INTAKE AIR SYSTEM PRESSURE TEST and perform the CHECKING THE
INTAKE AIR SYSTEM PRESSURE diagnostic procedure.
3. Inspect Turbocharger for wheel clearance and proper wastegate operation.
Yes
Repair as necessary. Inspect and clean any soot fouling in the Air Handling and Exhaust
systems as needed.
No
Go To 15
15. CHECKING THE EGR SYSTEM
1. Perform the following EGR system checks:
Look for visible signs (soot streaks) of an external EGR system leak.
Remove the EGR Outlet Temperature Sensor from the thermostat outlet. Check the outlet for
blockage or debris.
Remove EGR Crossover Tube from EGR Cooler and EGR Valve. Inspect the tube for a
restriction.
Verify EGR Cooler is not leaking. Check for coolant in EGR plumbing, engine overheat fault
codes, and low coolant level.
Check the Air Intake Grid Heater for excessive soot build up or restriction.
Yes
If the soot inside the EGR Crossover Tube is oily, inspect the Turbocharger for leaking oil
into the intake system. If Turbo is leaking, replace the Turbo. If Turbo is not leaking, clean
the Crossover Tube, remove and clean the EGR Valve and EGR Cooler.
Go To 16
No

Go To 16
16. CHECK THE EXHAUST AFTERTREATMENT SYSTEM FOR A RESTRICTION
1. Perform the AFTERTREATMENT INSPECTION GUIDELINE procedure. Refer to
AFTERTREATMENT INSPECTION GUIDELINE .
Were any problems found during the inspection?
Yes
Perform the appropriate repair.

No
Perform the DIESEL FUEL VALIDATION procedure. Refer to STANDARD

PROCEDURE . If the vehicles passes the validation, the vehicle is operating properly. If the
vehicle fails the validation, the issue was missed during diagnostics.
CHECKING THE FUEL DELIVERY SYSTEM
POSSIBLE CAUSES
Possible Causes
LOW PRESSURE FUEL DELIVERY SYSTEM LEAKING/DAMAGED
LOW BATTERY VOLTAGE
FUEL FILTER/WATER SEPARATOR-ENGINE MOUNTED
FUEL FILTER/WATER SEPARATOR-CHASSIS MOUNTED
DEBRIS IN LOW PRESSURE FUEL DELIVERY SYSTEM
FUEL CONTROL ACTUATOR
FUEL QUALITY/CONTAMINATION
PLUGGED OR IMPROPERLY VENTED FUEL TANK VENTS
FUEL INJECTOR
HIGH PRESSURE FUEL PUMP
FUEL TANK MODULE (IN-TANK LIFT PUMP) WIRING
FUEL TANK MODULE (IN-TANK LIFT PUMP)
WARNING: Follow these safety precautions to reduce the risk of fire and possible
serious or fatal injury when performing this test procedure.

Fuel or fuel vapors are highly flammable. A fire could occur if an

ignition source is present. Do not expose the fuel or the test
equipment used in this procedure to open flames or sparks.
Inhalation of fuel vapors could lead to disorientation and personal
injury. Keep the service area well ventilated, or perform this test
procedure in an area where there is a building exhaust removal
system.
Relieve fuel system pressure before servicing fuel system
components.
Use extreme caution when connecting and disconnecting fuel lines.
Considerable fuel leakage may occur when servicing the fuel
system. Wear protective eyewear and clothing to protect from fuel
splash, and take suitable fuel containment measures.
Wrap a shop towel around the fuel pressure gauge connection to
absorb fuel leakage that occurs when connecting the test
equipment. Place the towel in an approved container when complete.
Never store fuel in an open container due to the possibility of fire or
explosion. Have a dry chemical (Class B) fire extinguisher nearby.
High-pressure fuel lines deliver diesel fuel under extreme pressure
from the injection pump to the fuel injectors. This may be as high as
26, 107 psi (1800 bar). Use extreme caution when inspecting for
high-pressure fuel leaks. Fuel under this amount of pressure can
penetrate skin causing possible serious or fatal injury.
DIAGNOSTIC TEST
1. VISUALLY CHECK THE FUEL DELIVERY SYSTEM FOR LEAKS AND DAMAGE
NOTE: Make sure that both Batteries are fully charged before proceeding. A weak
battery can cause inaccurate fuel volume readings.

2. Visually inspect the Fuel Delivery System for external leaks and damage.
3. Visually inspect the Fuel tank vents and hoses for any signs of a possible restriction or plugging.
Is the system leaking, plugged, or damaged?
Yes
Repair/replace as necessary.

No
Go To 2
1. Check the quality of the fuel using the DIESEL FUEL CONTAMINATION TEST PROCEDURE.
Refer to DIESEL FUEL CONTAMINATION TESTING PROCEDURE .
Were any signs of contamination detected?
Yes
Go To 3
No
Go To 3
3. IN-TANK FUEL LIFT PUMP FLOW TEST WITH DECAY TESTER
NOTE: Before performing the IN-TANK FUEL LIFT PUMP FLOW test, verify that
the fuel level in the fuel tank is above 1/4 full. If fuel tank is not above 1/4
full the pump will take in air causing the test results to be inaccurate.
1. Disconnect the low pressure fuel supply line from the High Pressure Fuel Pump. Connect the
(special tool #8978A, Decay Tool, Fuel) to the low pressure fuel supply line.
WARNING: To reduce the risk of fire and serious possible serious or fatal
injury, place the Reservoir Assembly 534960 (3) on the floor
and out of the way so that it is not a trip hazard.
2. Perform the following to purge air from the system:

With the scan tool, actuate the In-Tank Fuel Lift Pump Module.
Open the Flow Test Valve and allow the fuel to flow into the Reservoir for 10 seconds, then
close the Flow Test Valve.
Turn the ignition off.
Disconnect, empty, and then reconnect the Reservoir Assembly.
3. Perform the following three times to find the average flow rate:
Open the Flow Test Valve (1) for 10 seconds, then close the Valve.
Measure and record the amount of fuel in the Reservoir Assembly.
Disconnect, empty, and then reconnect the Reservoir Assembly.

4. Add the three recorded measurements and then divide the total by three to calculate the average
flow rate. The flow rate is 500 ml in 10 seconds.
Does the average flow rate meet or exceed the specification?
Yes - Vehicle starts and runs:
Go To 5
Yes - Vehicle is a no start:
Go To 10
No
Leave the Fuel Decay Tester installed. Replace BOTH Fuel Filters/Water Separators (Engine
mounted AND Chassis mounted) in accordance with the service information.
Go To 4
4. RECHECK IN-TANK FUEL LIFT PUMP FLOW
1. Perform the following to purge air from the system:
Open the Flow Test Valve (1) for 10 seconds, then close the Valve.
Disconnect, empty, and then reconnect the Reservoir Assembly (2).
2. Perform the following three times to find the average flow rate:
Open the Flow Test Valve (1) for 10 seconds, then close the valve.
Measure and record the amount of fuel in the Reservoir Assembly (2).
Disconnect, empty, and then reconnect the Reservoir Assembly (2).
3. Add the three recorded measurements and then divide the total by three to calculate the average
flow rate. The flow rate is 500 ml in 10 seconds.
Does the average flow rate meet or exceed the specification?
Yes
Repair complete.
No

Use the wiring diagram as a guide to check the In-Tank Fuel Lift Pump wiring for an open,
high resistance, or short to ground. If the In-Tank Fuel Lift Pump wiring is okay, remove the
fuel tank and replace the In-Tank Fuel Lift Pump Module in accordance with the service
information.
5. PRESSURE LIMITING VALVE
Fig. 20: Fuel Pressure Limiting Valve Removal

NOTE: In the illustration provided, the pressure-limiting valve location is

indicated by the number (1).
1. Reconnect the fuel supply hose.

2. Remove the banjo bolt from the Pressure Limiting Valve on the fuel rail.
3. Install the (special tool #9012, Fitting, Fuel System Test) into the Pressure Limiting Valve.
4. Attach one end of a fuel hose to the fuel fitting and put the other end of the fuel hose into a
container.

NOTE: NOTE: Do not drive the vehicle with any portion of this test kit
installed.
5. Start the engine and operate the engine at idle. Watch for fuel flow into the fuel container.
NOTE: There should be no fuel flow into the container.
6. While the engine is at idle, actuate the Fuel Pressure Override Test with the scan tool. Watch for
fuel flow into the fuel container.
NOTE: You may observe a few dribbles of fuel from Pressure Limiting Valve
during Fuel Pressure Override Test. One drop per second or 8 ml in
30 seconds is considered normal. Do not replace this valve unless
you can see continuous leak.
Is fuel flowing into the container?
Yes
Replace the Pressure Limiting Valve in accordance with the service information.
No
Go To 6
6. ENGINE RUNNING INJECTOR RETURN FLOW TEST
NOTE: The purpose of this test is to determine if the Fuel Injectors are leaking
internally into the fuel return.
1. Turn the engine off.

2. Remove the (special tool #9012, Fitting, Fuel System Test) from the Pressure Limiting Valve.
3. Operate the engine until the coolant temperature is above 82.2°C (180°F).
5. Remove the banjo connector from the fuel drain tube at the rear of the fuel filter housing.
6. Install the (special tool #9012, Fitting, Fuel System Test) in place of the banjo connector.
NOTE: Do not use fitting 9014. This fitting will block return flow from the
High Pressure Delivery Pump and damage the seal and could
potentially damage the engine.
7. Install a 5/16 diameter rubber fuel hose (Hose A) onto the test fitting and into a fuel container.

NOTE: This hose will be used to measure the High Pressure Pump return
flow in the next test procedure.
8. Remove the vehicle fuel return line (Quick connect) from the engine fuel drain tube.
9. Install a 5/16 diameter rubber fuel hose (Hose B) onto the engine fuel drain tube and into the fuel
container.
NOTE: This hose will be used to measure the Injector return flow for this
procedure.
10. Start engine and allow to idle for 30 seconds. This step allows the flows to stabilize.
11. Using the scan tool, navigate to ECM view -> PCM Cummins -> More Options-> System Tests ->
Fuel Pressure Override Test. Select Start, then press Next.
NOTE: While the test is running, record the actual rail pressure.
12. Press the Run button to start the Fuel Pressure Override Test. The engine speed will elevate rapidly
to 1200 RPM and the rail pressure will increase to 26107 psi (1800 bar). At this point, move (Hose
B) from the bucket and insert it into a graduated cylinder.Collect the fuel until the Fuel Pressure
Override Test times out (30 seconds).
13. Measure and record the amount of fuel collected in the graduated cylinder. Repeat this three times
and take the average of the three results.
NOTE: Flow should be less than 210 ml for 30 seconds.
14. If the flow is less than 210 ml/30 seconds, the test has successfully passed. If the flow is greater
than 210 ml/30 seconds, turn off the engine and remove all 6 high pressure fuel lines. Re-torque the
high-pressure connector nut for each injector. Inspect for damage, repair/replace as necessary.
Reinstall the high pressure fuel lines. Re-measure the injector return flow using steps 10 through 13
as a guide. Continue on to next step.
15. If the amount of fuel is still greater than 210 ml/30 seconds after re-torquing the high-pressure
connector nuts, turn the engine off and remove the #1 high pressure fuel line. Cap the #1 fuel port
using tool (special tool #9864, Cap, Fuel Rail) for the 6.7L engine on the fuel rail and re-measure
the injector return flow using steps 10 through 13 as a guide. Repeat this procedure for injectors 2-
6. Continue on to next step.
16. Replace the Fuel Injector and High pressure connector of the injector that shows the largest amount
of change when capped off.
Did the vehicle pass the Injector Return Flow test at step 12 without any repairs needed?
Yes
Go To 7

No
Perform the necessary repairs and verify fuel system operation.

7. HIGH PRESSURE DELIVERY PUMP RETURN FLOW TEST
1. Move (Hose B) back into the fuel container.
2. Empty the graduated cylinder.
3. Move (Hose A) into the graduated cylinder.
4. Allow the engine to idle for one minute while collecting the fuel from (Hose A) .
5. Measure the amount of fuel collected from (Hose A) in the graduated cylinder.
NOTE: The fuel flow should be less than 1, 150 ml/minute at idle.
Is the flow less than 1, 150 ml/minute at idle?
Yes
Go To 8
No
Replace the High Pressure Delivery Pump in accordance with the service information.
8. HIGH PRESSURE DELIVERY PUMP PERFORMANCE TEST
2. Remove the (special tool #9012, Fitting, Fuel System Test) and reinstall the banjo connector.
3. Disconnect the Fuel Control Actuator harness connector.
4. Disconnect high pressure fuel line from the fuel rail and route the high pressure fuel line into a
graduated cylinder.
5. Crank the engine until fuel exits this line. This will not be high pressure fuel.
6. Crank the engine for three 10 second intervals.
NOTE: This will give you 30 total seconds of flow time. These are broken
into three separate intervals to prevent damage to the starter.
7. Fuel flow specification's based on engine cranking speed. If you do not collect the stated amount of
fuel in 30 seconds, replace the pump:
Minimum fuel pump flow at 150 RPM cranking speed is 70mL.

Does the fuel flow exceed the minimum specification?
Yes
Go To 9
No
9. CHECKING THE FUEL CONTROL ACTUATOR
1. Reconnect the Fuel Control Actuator harness connector.
2. Reconnect all fuel lines and hoses.
3. Start the engine.
4. With the scan tool, navigate to Systems Tests and select the Fuel Pressure Override Test.
5. Allow the engine speed and fuel pressure to ramp up and stabilize and then stop actuation.
Does the engine speed and fuel pressure ramp up and stabilize when actuated and then come back
to rest at idle and stabilize when actuation is stopped?
Yes
The fuel system is operating normally. Check for any Service Bulletins that may apply.
No
Replace the Fuel Control Actuator in accordance with the service information.
10. PRESSURE LIMITING VALVE (NO START)

Fig. 21: Fuel Pressure Limiting Valve Removal

NOTE: In the illustration provided, the pressure-limiting valve location is

indicated by the number (1).
1. Reconnect the fuel supply hose.

2. Remove the banjo bolt from the Pressure Limiting Valve on the fuel rail.
3. Install the (special tool #9012, Fitting, Fuel System Test) into the Pressure Limiting Valve.
4. Attach one end of a fuel hose to the fuel fitting and put the other end of the fuel hose into a
container.
5. Crank the engine and look for fuel leaking from the Pressure Limiting Valve.
NOTE: There should be no fuel flow into the container.
Is fuel flowing into the container?
Yes
Replace the Pressure Limiting Valve in accordance with the service information.


No
Go To 11
11. INJECTOR RETURN FLOW TEST DURING ENGINE CRANKING @ 200 RPM (NO START)
1. Remove the (special tool #9012, Fitting, Fuel System Test) from the Pressure Limiting Valve.
3. Install the (special tool #9012, Fitting, Fuel System Test) in place of the banjo connector.
NOTE: Do not use fitting 9014. This fitting will block return flow from the
High Pressure Delivery Pump and damage the seal and could
potentially damage the engine.
container. Make sure test lines are straight and slope downward their entire length. This is to avoid
trapping air/fuel in the lines while testing.
NOTE: This will be used to measure the Injector return flow for this
procedure.
7. Unplug the injector harnesses at the valve cover, unplug the harness connector to the FCA.
8. Crank the engine for least 10 seconds until fuel starts to flow out of the pump and injector return
hoses. Turn Key off when finished.
9. Let all the fuel drain out of each line before continuing.
10. Place (Hose B) into a graduated cylinder.
11. Crank the engine for 10 seconds (Go from Key off to Crank back to Key off). Do not leave the
ignition on between tests.
12. Let all of the fuel drain out of the injector hose.
13. Record the amount of injector return flow for a 10 second crank.
NOTE: Flow should be less than 40 ml for 10 seconds of cranking.
14. If the flow is less than 40 ml, the test has successfully passed. If the flow is greater than 40 ml,
remove all 6 high pressure fuel lines and re-torque the high-pressure connector nut for each
injector. Inspect for damage, repair/replace as necessary. Reinstall the high pressure fuel lines. Re-
measure the injector return flow using steps 7 through 12 as a guide. Continue on to next step.
15. If the amount collected is still greater than 40 ml, remove the #1 high pressure fuel line. Cap the #1
fuel port using tool (special tool #9864, Cap, Fuel Rail) for the 6.7L engine on the fuel rail and re-

measure the injector return flow using steps 7 through 12 as a guide. Continue on to next step.
16. If the amount collected is less than 40 ml for 10 seconds after capping the #1 fuel port, remove and
replace the #1 Fuel Injector and #1 High pressure connector. If the amount of fuel collected is still
greater than 40 ml after capping the #1 fuel port, repeat step 14 for injectors 2-6.
Did the vehicle pass the Injector Return Flow test at step 13 without any repairs needed?
Yes
Go To 12
No
Perform the necessary repair.

12. HIGH PRESSURE FUEL PUMP PERFORMANCE TEST (NO START)
2. Disconnect the (special tool #9012, Fitting, Fuel System Test).
3. Reconnect the banjo connector to the drain tube.
4. Disconnect the FCA harness connector.
5. Disconnect high pressure fuel line from the fuel rail and route the high pressure fuel line into a
graduated cylinder.
6. Crank the engine until fuel exits this line. This will not be high pressure fuel.
7. Crank the engine for three 10 second intervals.
NOTE: This will give you 30 total seconds of flow time. These are broken
into three separate intervals to prevent damage to the starter.
8. Fuel flow specification's based on engine cranking speed. If you do not collect the stated amount of
fuel in 30 seconds, replace the pump:
Does the fuel flow exceed the minimum specification?
Yes
The fuel system is operating normally. Check for any Service Bulletins that may apply.
No

CHECKING THE PCM POWER AND GROUNDS
Fig. 22: PCM Power & Grounds Circuit Diagram


POSSIBLE CAUSES
Possible Causes
PCM GROUND CIRCUIT(S) OPEN
FUSED B+ CIRCUIT OPEN
FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
DIAGNOSTIC TEST
1. PCM GROUND CIRCUIT(S) OPEN

2. Disconnect the PCM C2 harness connector.
3. Using a 12-volt test light connected to 12 volts, probe each (Z915) PCM ground circuit (terminals
49, 50, 51, 52, and 73) at the PCM C2 harness connector.
Did the test light illuminate (as brightly as direct connection to Battery) for each cavity?
Yes
Go To 2
No
Repair the PCM Ground circuit(s) for an open.

2. CHECK THE (F942) FUSED IGNITION SWITCH OUTPUT CIRCUIT
1. Using a 12-volt test light connected to ground, probe the (F942) Fused Ignition Switch Output
circuit (terminal 5) at PCM C2 harness connector.
2. Turn the ignition on.
Did the test light illuminate (as brightly as direct connection to Battery)?
Yes
Go To 3
No
Check the (F78) 10A Fuse for an open. Check the Run/Start Relay for proper operation. If
the fuse and relay test good, repair the (F942) Fused Ignition Switch Output circuit for an
open or short to ground.

3. CHECK THE (A209) FUSED B+ CIRCUIT

1. Using a 12-volt test light connected to ground, probe the (A209) Fused B+ circuit (terminals 1, 25,
26, 27, and 28) at the PCM C2 harness connector.
Did the test light illuminate (as brightly as direct connection to Battery)?
Yes
Test Complete.
No
Check the (F22) 30A Fuse for an open. If the fuse tests good, repair the (A209) Fused B+
Output circuit for an open or short to ground.
CHECKING THE EXHAUST SYSTEM FOR LEAKS
DIAGNOSTIC TEST
CHECKING THE EXHAUST SYSTEM FOR LEAKS

2. Raise the vehicle in accordance with the service information.
WARNING: The normal operating temperature of the exhaust system is very

high. Never work around or attempt to service any part of the
exhaust system until it has cooled. Special care should be taken
when working near the catalytic converter. The temperature of the
converter rises to a high level after a short period of engine
operating time.
3. Connect the (special tool #8404-ECT, Exhaust Cone, Truck) to the Air Pressure Regulator (with hose) W-
18-MIL-1146AS.
CAUTION: The air pressure must not exceed 4 psi, otherwise engine damage
can occur.
4. Attach shop air to the air pressure regulator.

5. Adjust the Air Pressure Regulator to 4.0 psi.
6. Insert the exhaust cone into the vehicle tail pipe.

7. If the vehicle is equipped with dual exhaust. Use the (special tool #8404-ECT, Exhaust Cone, Truck) with
equipped attached plug, plug one side of the dual exhaust pipe. Pressurize the other as described above.
8. Apply Mopar Air Leak Detector or Equivalent to the following areas:
All welded joints from 6 inches rearward of the Downstream O2 Sensor forward.
O2 sensor seal points.
O2 sensor boss welds.
Flange/joint connection(s).
Exhaust Manifold to Cylinder Head connection(s).
EGR Solenoid gasket base and tube seal points (if equipped).
Watch for the liquid/soapy water to bubble.
9. Use the following definitions to help determine if system or component repair/replacement is necessary:
Type 1 Leak is defined as a leak where very small foam like bubbles (1.0 mm or less) appear.
Any Type 1 or greater leaks found in welded joints, O2 Sensor seal points or O2 Sensor boss welds
must be repaired or the component must be replaced.
Type 2 Leak is defined as a leak where larger bubbles (pea size, 8.0 mm or greater) appear.
Any Type 2 or greater leaks found in welded joints, O2 Sensor seal points or O2 Sensor boss welds
must be repaired or the component must be replaced.
Repair required if results at 4 psi reveal bubble

Leak Location
size:
Welded joints Type 1 (1.0 mm) or greater
O2 Sensor seal points Type 1 (1.0 mm) or greater
O2 Sensor boss welds Type 1 (1.0 mm) or greater
Flange/joint connections Type 2 (8.0 mm) or greater
Exhaust Manifold to cylinder head connections Type 2 (8.0 mm) or greater
EGR gasket and tube seal points Type 2 (8.0 mm) or greater
10. If a leak is found that matches the above definition, repair or replace the component as necessary.
11. Once the repair is complete, repeat the procedure to verify that all leaks have been repaired.
Were any exhaust leaks found?
Yes
Repair or replace the leaking exhaust parts as necessary.

No

Test complete.
DIESEL FUEL CONTAMINATION TESTING PROCEDURE
OVERVIEW
This procedure explains the proper method for extracting a fuel sample and specific methods to inspect for
contamination of any kind. The contamination we are looking for on the clean side of the Fuel Filter is very
small. We don't say dirt because it may be metal, water, plastic or any other contamination, other than clean
diesel fuel. The smallest we can see with naked eye is about 30 Microns. Our Fuel Filters have 5 Micron rating.
The only way we can see this size of contamination is to properly collect it and view it. The fuel sample needs
to be taken from the clean side of the system. In order to get a good clean side sample to inspect, perform the
following procedure exactly.
Required Equipment
ONE LITER GLASS MEASURING CUP
FOUR FEET OF CLEAR, FLEXIBLE TUBING, 5/16 ID (available at the local hardware)
MULTI-BULB LED FLASHLIGHT
HPDP FUEL RETURN HOSE
BRAKE CLEANER SPRAY
SELF LIGHTING MAGNIFIER (Optional)
All items used for collecting fuel MUST be cleaned with clean diesel fuel, brake clean, and air
ONLY. Failure to clean these items will contaminate the fuel sample. Do Not use towels to wipe out
the measuring cup.

Fig. 23: Clear Tubing, Flashlight & Measuring Cup

1. 5/16" CLEAR TUBING (20' Length)

2. MULTI-BULB LED FLASHLIGHT
3. 4 CUP (1 LITER) "PYREX" STYLE MEASURING CUP

Fig. 24: Locating Return Flow Quick Disconnect & Engine Fuel Drain Tube Connection
A. HPDP return flow quick disconnect (at front of Fuel Filter mount)
B. Engine fuel drain tube connection - All return flow to tank
DIAGNOSTIC TEST
1. CLEAN SIDE DIESEL FUEL SAMPLE COLLECTION AND INSPECTION
NOTE: The three photos in this test step illustrate the steps in this test procedure
for clarification.
NOTE: The fuel filter MUST NOT be removed or replaced prior to taking sample in
order to get accurate results.
NOTE: Warm the engine before collecting the fuel sample.
Start the engine and using a scan tool, monitor the Coolant Temperature Sensor reading in Data Display.

Fig. 25: Tilting Measuring Cup & Positioning Flashlight On Bottom Of Cup
1 LED FLASHLIGHT
2 MEASURING CUP
3 SLOWLY TILT THE CUP TOWARD YOU
1. While the engine is warming up, clean the clear tubing with clean diesel fuel and the glass
measuring cup using brake clean and compressed air only. Do not use a towel.
NOTE: Do not use brake clean or other chemicals on any vehicle parts for
the fuel handling system such as lines, pumps or fittings.
2. Monitor the scan tool until the vehicle has reached an operating temperature of 180°F (82°C).
4. Remove the HPDP return line quick disconnect from the fitting located at the front of the Fuel
Filter housing at the banjo bolt joining the Pressure Limiting Valve return (Connection A in the fuel
system connections figure above).

NOTE: The fuel flowing from the return of the High Pressure Delivery Pump
(HPDP) MUST NOT be part of our sample. We are looking primarily
for injector return fuel. The easiest way is to eliminate the HPDP
return line and pull the injector return flow sample from the filter
mount, on the front side.
Fig. 26: Shining Flashlight Through Bottom Of Measuring Cup While Tilting Cup
1 LED FLASHLIGHT POINTING THROUGH BOTTOM OF CUP (Shine

Toward the Handle)
2 SLOWLY TILT THE CUP TOWARD YOU
5. Cap off the male fitting that the HPDP return line was disconnected from.
6. Disconnect the quick connect fitting for the fuel return line located on the back side of the Fuel
Filter housing (Connection B in the fuel system connections figure above).
7. Attach the four foot length of 5/16" clear tubing to this exposed male fitting and orientate it on a
downhill angle in to a drain pan. This will be your sample source hose.

8. Using a hose with two male fittings, attach one end to the HPDP return line disconnected in step 5.
Connect the other end to the fuel return line disconnected in step 7. This will return the High
Pressure Pump return flow back to the tank while collecting the sample.
9. Start the engine, and continue monitoring the coolant temperature to maintain the 180°F (82°C).
10. Using the scan tool, navigate to PCM > System Tests > Fuel Pressure Override Test and select
start.
11. Initiate the Fuel Pressure Override Test two consecutive times to further warm the fuel and allow
the tubing to be thoroughly rinsed clean.
12. Start the Fuel Pressure Override Test a third time. At mid stream of the test move the clear tube to
the measuring cup. Collect a sample of approximately 1/4 inch of fuel in the measuring cup.
NOTE: Follow these next steps exactly to inspect the sample for
contamination.
Fig. 27: Locating Fuel Contamination In Measuring Cup


1 Contamination will gather at the trailing edge of fuel.

VIEW CAREFULLY, LOOKING FOR VERY SMALL PARTICULATE MATTER (May Look
Cloudy)
14. Allow the sample to sit for 10 minutes in a dust free environment to allow the debris to settle to the
bottom. It is important to not allow any air born contaminates to get into the fuel sample. Do
not shake, swirl, or agitate the fuel in any way. The contamination should settle to the bottom.
15. Hold the measuring cup (2) by the handle in one hand and shine the LED flashlight (1) through the
bottom of the container toward the handle of the cup.
16. Slowly tilt the measuring cup (2) toward you and keep the LED flashlight (1) at the trailing edge
of the fuel as it comes down the bottom of the cup and inspect for contamination.
Any dirt in the fuel will collect and be pulled by this trailing edge of fuel (Number one in
the last figure) . It may be any color and sometimes looks as though the fuel is cloudy. This
is the contamination. .
If you see ANYTHING AT ALL , the fuel is contaminated.
Is the fuel sample contaminated?
Yes
To ensure that the In Tank Lift Pump is operating properly, perform the Lift Pump Flow
Test. For instruction and specifications on this procedure, refer to the CHECKING THE
FUEL DELIVERY SYSTEM procedure, test step 5. After checking the In Tank Lift Pump
operation, perform the DIESEL FUEL SYSTEM CLEANING PROCEDURE. Refer to
DIESEL FUEL SYSTEM CLEANING PROCEDURE .
Go To 2
No
Install new fuel filter and Mopar (CRC) fuel injector cleaner into the fuel tank at a ratio four
times the recommend concentration.
Go To 2
2. DIAGNOSTIC PATH
Were you instructed to inspect for Fuel Contamination from the MIL LIGHT ON PRETEST
PROCEDURE?
Yes
Perform the diagnostic trouble code test that was found to be present. Refer to 6.7L DIESEL -
DIAGNOSTIC CODE INDEX - 2500 HD, 3500 HD & RAM 3500 .
No
Go To 3

3. DIAGNOSTIC PATH CONTINUED
Were you instructed to inspect for Fuel Contamination from a Non-DTC TEST PROCEDURE?
Yes
Perform the DIESEL AFTERTREATMENT VALIDATION 6.7L procedure. Refer to DIESEL

AFTERTREATMENT VALIDATION- 6.7L .
No
Return to Diagnostic Test that directed you to inspect for fuel contamination.
NO START HARD START

Fig. 28: PCM Power & Grounds Circuit Diagram

POSSIBLE CAUSES
Possible Causes
DTC/PRODUCT IMPROVEMENT
BATTERY VOLTAGE
STARTING ACCESSORIES
ENGINE TIMING

FUEL DELIVERY SYSTEM

FUEL RETURN
AIR SYSTEM
OTHER VEHICLE SYSTEMS
BASE ENGINE
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-
DIAGNOSTIC TROUBLESHOOTING PROCEDURE - 6.7L .
DIAGNOSTIC TEST
1. DTC/PRODUCT IMPROVEMENT
1. Check for any TSBs related to customer's complaint or DTCs present.
2. Follow appropriate guidelines in DTC troubleshooting tree or instructions in TSB.
Is vehicle repaired?
Yes
Repair complete.
Perform the PCM VERIFICATION TEST - 6.7L. Refer to POWERTRAIN
No
Go To 2
2. NO CRANK CONDITION
Does the engine crank?
Yes
Go To 3
No
Go To NO CRANK (BCM) Diagnostic Procedure. Refer to DIAGNOSIS AND TESTING .

3. CHECK PCM POWER AND GROUND CIRCUITS
NOTE: If there are any CAN Bus DTCs in any modules, STOP this Diagnostic and
perform the Diagnostics for those DTCs before continuing with this one.
1. Using the scan tool, attempt to communicate with the Powertrain Control Module (PCM).

Was the scan tool able to communicate with the PCM?
Yes
Go To 4
No
Go To CHECKING THE PCM POWER AND GROUNDS. Refer to CHECKING THE

PCM POWER AND GROUNDS .
4. STARTING ACCESSORIES
1. Inspect the Ignition switch (check for proper output voltage and/or open circuit).
2. Inspect the Starter operation.
3. Inspect the Grid Heater operation.
4. Inspect the Fuel Heater operation.
Yes
Perform the appropriate repairs.

No
Go To 5
5. ENGINE TIMING/MECHANICAL
1. Inspect the (Crankshaft) speed indicator ring for damaged/missing teeth.
2. Inspect for dirty or damaged pins at Crankshaft position sensor (CKP) or Camshaft position sensor
(CMP).
3. Verify proper overhead valve adjustments.
4. Perform a compression test.
Yes

No

Go To 6
6. CHECK THE FUEL PRESSURE ACTUAL -VS- SETPOINT
1. Using a scan tool, compare the fuel pressure actual reading to the set point while cranking the
engine.
Does the actual fuel pressure fluctuate more then +/- 500 psi of set point?
Yes
Go To 7
No
Perform the CHECKING THE FUEL DELIVERY SYSTEM test procedure. Refer to
CHECKING THE FUEL DELIVERY SYSTEM .
7. CHECK THE EGR AIRFLOW CONTROL VALVE OPERATION
2. Remove the inlet hose to the EGR Airflow Control Valve.
3. Use a mirror to inspect the valve while an assistant cycles the ignition on and off several times.
Does the EGR Airflow Control Valve cycle open and close without sticking when the ignition is
cycled on and off?
Yes
Go To 8
No
Check the electrical circuits for the EGR Airflow Control Valve. If the wiring is good,
replace the EGR Airflow Control Valve.
8. CHECK THE EGR AIRFLOW CONTROL VALVE OPERATION
2. Remove the Intake Air Horn to inspect the Grid Heater.
Is the Grid Heater fouled with soot?
Yes
Clean the Grid Heater as necessary using EGR Cleaner. Determine the cause of the excess
soot buildup.

No
Go To 9
9. CHECK FOR A PLUGGED EXHAUST SYSTEM
1. Separate the exhaust system and attempt to start the engine.
Does the engine start?
Yes
Perform the AFTERTREATMENT INSPECTION GUIDELINE procedure. Refer to

NOTE: It is imperative to determine root cause of excessive soot build

up.
After repair perform the DIESEL FUEL VALIDATION TEST. Refer to STANDARD
PROCEDURE .
No
Go To 10
1. Check the quality of the fuel using the DIESEL FUEL CONTAMINATION AND CLEANING
PROCEDURE. Refer to DIESEL FUEL SYSTEM CLEANING PROCEDURE .
Was any contamination detected?
Yes
No
Go To 11
11. CHECK THE INTAKE SYSTEM
1. Check for inlet restriction, inspect the Air Filter for excessive dirt/debris. Verify air intake lines are
not kinked or restricted.
2. Inspect Turbocharger for wheel clearance.
3. Check for air system leaks. Perform INTAKE AIR SYSTEM PRESSURE TEST procedure. Refer

to INTAKE AIR SYSTEM PRESSURE TEST .
Were any issues found?
Yes

No
Check for an engine mechanical problem such as low compression due to damaged pistons,
cylinder walls, or valve train.
ENGINE NOISE
ENGINE NOISE OVERVIEW
NOTE: When diagnosing engine noise problems, make sure that noises caused by
accessories, such as the A/C Compressor and power takeoff, are not mistaken
for engine noises. Remove the accessory drive belts to eliminate noise caused
by these units. Noise will also travel to other metal parts not related to the
problem.
NOTE: The use of a stethoscope can help locate an engine noise.
Engine noises heard that are at Crankshaft speed (engine RPM), are noises related to the Crankshaft, Pistons,
Connecting Rods, and piston pins. Noises heard that are at Camshaft speed (one-half of the engine RPM), are
related to the valve train. A handheld digital tachometer can help to determine if the noise is related to
components operating at crankshaft or camshaft speed. Engine noise can sometimes be isolated by performing a
cylinder cutout test. If the volume of the noise decreases or the noise disappears, it is related to that particular
engine cylinder. There is not a definite rule or test that will positively determine the source of a noise complaint.
Engine driven components and accessories, such as gear-driven fan clutches, hydraulic pumps, belt-driven
Alternators, A/C Compressors, and Turbochargers can contribute to engine noise. Use the following
information as a guide to diagnosing engine noises.
MAIN BEARING NOISE
The noise caused by a main bearing with excessive clearance is a loud dull knock heard when the engine is
under a load. The knock is heard regularly every other revolution. If all of the main bearings have excessive
clearance, a loud clatter will be heard. The noise is the loudest when the engine is lugging or under heavy load.
The knock is duller than a connecting rod noise. Low oil pressure can also accompany this condition. Look for
an oil light on instrument cluster. If the bearing is not loose enough to produce a knock by itself, the bearing can

knock if the oil is too thin, or if there is no oil at the bearing. An irregular noise can indicate worn crankshaft
thrust bearings. An intermittent sharp knock indicates excessive crankshaft end clearance. Repeated clutch
disengagements can cause a change in the noise.
CONNECTING ROD BEARING NOISE
Connecting rods with excessive clearance knock at all engine speeds, and under both idle and load conditions.
The knock is usually rhythmic and the speed and volume will increase and decrease relative to engine speed.
When the bearings begin to become loose, the noise can sometimes be confused with piston slap or loose piston
pins. Low oil pressure can also accompany this condition. Look for an oil light on instrument cluster.
PISTON NOISE
It can be difficult to tell the difference between a piston pin, connecting rod, or piston noise. A loose piston pin
causes a loud double knock which is usually heard when the engine is idling. When the injector to this cylinder
is cut out, a noticeable change will be heard in the sound of the knocking noise. On some engines the knock
becomes more noticeable when the vehicle is operated on the road at steady speed condition.
TURBOCHARGER
A Turbocharger noise can be identified by one of the following:
1. A loud whine or whistle during acceleration

This condition is most often the result of a loose clamp/hose at the Turbocharger compressor outlet,
charge air cooler (CAC) inlet, CAC outlet or at the Intake Manifold. Some things to look for:
With the engine running at idle, the Transmission in Park or Neutral, and with the parking
brake set, feel for boost air escaping at each connection between the Turbocharger
compressor outlet and Intake Manifold. For limited access areas, spray soapy water on those
connectors and look for bubbles.
Check the Exhaust Manifold and exhaust system for leaks.
2. Exhaust howling during turbo boost
This condition usually occurs over a narrow speed range and may be caused by an issue with the
muffler (usually external damage) bent touching frame or bent restricting exhaust flow.
3. Loud popping, whooshing, flushing, fluttering, noise emitted during closed throttle deceleration
This condition is caused by inability of the engine to intake higher boost levels that are present at
the beginning of closed throttle deceleration. Pressure generated by the Turbocharger has nowhere
to go, thus causing it to "stall" or "surge". The noise will sound as though it is coming through the
air cleaner, however this is a normal condition. No damage will be sustained and the
Turbocharger should not be changed for this condition.
4. Low boost pressure
Low boost pressure is usually a symptom of low fuel injection pump fuel delivery and is associated
low power complaints. Generally Turbocharger replacement will be related to turbine shaft failures
or Turbocharger housing seal leaks. To check for turbine shaft bearing damage, perform the
following checks:

With the engine off, remove the air cleaner to Turbocharger intake tube.
Visually inspect the Turbocharger compressor fan. The fan blades should not contact the fan
housing and the fan blades should not be chipped, bent or damaged in any way.
Check the end play of the compressor to fan. A small amount of fore/aft play is normal.
Excessive play that would cause fan distortion or fan to housing contact is not acceptable. In
this case, replace the Turbocharger.
While pushing the turbine shaft left, right, up and down, gently rotate the compressor wheel.
The compressor fan should turn freely by hand, if it doesn't replace the turbocharger.
FUEL SYSTEM
A fuel system noise can be identified by one of the following conditions:
1. Loud knock (Rap) type sound with rough idle (vibration and smoke
This condition can be caused by one of the following:
Alternative fuel or fuel contamination. and perform the DIESEL FUEL CONTAMINATION TEST
procedure. Refer to DIESEL FUEL CONTAMINATION TESTING PROCEDURE .
There may be air in the fuel system. This requires checking and correction.
Fuel Injection Pump phasing may be incorrect. Check the Fuel Injection Pump phasing if
necessary. to find the timing procedure. Refer to PUMP, FUEL INJECTION,
INSTALLATION .
Excessive pressure in the high pressure side of the system. This should be accompanied by a fault.
The fuel injectors may be stuck or have low opening pressure. This requires replacement of
defective injectors. A cylinder cut out test or mechanical blocking of injectors (injector block off
(special tool #9011, Adapter, Fuel Pressure Test)) can be used to identify failed injectors.
If Fuel Injectors are found to be stuck or having low opening pressure, and perform the DIESEL
FUEL SYSTEM CLEANING PROCEDURE. Refer to DIESEL FUEL SYSTEM CLEANING
PROCEDURE .beginning with Step 12.
After performing the Cleaning Procedure (Steps 12-19), retest the injectors using the cylinder cut
out test or mechanical blocking. If there is still a problem, replace Fuel Injectors as necessary.
EXCESSIVE BLACK SMOKE OUT EXHAUST
POSSIBLE CAUSES
Possible Causes
FAULTY AFTERTREATMENT SYSTEM
OUTDATED ECM/PCM CALIBRATION
POOR FUEL QUALITY/CONTAMINATION

AIR FILTER RESTRICTION

LEAK IN THE INTAKE AIR SYSTEM
EXHAUST SYSTEM LEAKS/RESTRICTIONS
FAULTY FUEL INJECTOR
FUEL SYSTEM ISSUES
DIAGNOSTIC TEST
1. CHECK TSBs
NOTE: This vehicle is equipped with a Diesel Particulate Filter (DPF) which should
trap most particles that would appear out of the tail pipe in the form of
black or blue smoke. If black or blue smoke is coming from the tail pipe,
the DPF should be inspected for damage after the root cause of the
problem is diagnosed and corrected.
1. With the scan tool, check for any TSBs that may apply.
Were there any TSBs that applied to and repaired the condition?
Yes

No
Go To 2
2. CHECK FUEL FOR CONTAMINATION
1. Perform the DIESEL FUEL CONTAMINATION AND CLEANING PROCEDURE. Refer to
DIESEL FUEL CONTAMINATION TESTING PROCEDURE .
Is the fuel contaminated with debris?
Yes
Follow step three of the DIESEL FUEL CONTAMINATION AND CLEANING

PROCEDURE and clean the diesel fuel system and Fuel Injectors.
No
Go To 3


1. Using the scan tool, navigate to Miscellaneous Functions perform the Cylinder Kill test procedure.
NOTE: This test will kill each cylinder one at a time. There is a subsequent
drop in RPMs when this occurs. Each cylinder should drop
approximately the same amount of RPMs.
Do the results indicate that the RPMs dropped an unusual amount for a cylinder compared to the
others?
Yes
Refer to the CHECKING ENGINE MISFIRE/RUNS ROUGH/PERFORMANCE TEST and

begin at test step 5 for diagnosing a single cylinder issue. Refer to CHECKING ENGINE
MISFIRE/RUNS ROUGH/PERFORMANCE TEST .
No
Go To 4
1. Perform the CHECKING THE FUEL DELIVERY SYSTEM test procedure. Refer to CHECKING
THE FUEL DELIVERY SYSTEM .
Yes

No

begin at test step 8 . Refer to CHECKING ENGINE MISFIRE/RUNS
ROUGH/PERFORMANCE TEST .
EXCESSIVE BLUE SMOKE OUT EXHAUST
POSSIBLE CAUSES
Possible Causes
FAULTY AFTERTREATMENT SYSTEM
AIR FILTER RESTRICTION
RESTRICTION IN THE CLOSED CRANKCASE VENTILATION (CCV) SYSTEM

TURBOCHARGER LEAKING OIL INTO INTAKE SYSTEM

RESTRICTED TURBOCHARGER DRAIN TUBE
POOR FUEL QUALITY/CONTAMINATION
WORN VALVE SEAL OR GUIDES
INTAKE SYSTEM LEAKS
EXHAUST SYSTEM LEAKS/RESTRICTIONS
WORN OR DAMAGED PISTONS, PISTON RINGS, OR CYLINDER WALLS
DIAGNOSTIC TEST
1. CHECK TSBs
NOTE: This vehicle is equipped with a Diesel Particulate Filter (DPF) which should
trap most particles that would appear out of the tail pipe in the form of
black or blue smoke. If black or blue smoke is coming from the tail pipe,
the DPF should be inspected for damage after the root cause of the
problem is diagnosed and corrected.
1. With the scan tool, check for any TSBs that may apply.
Were there any TSBs that applied to and repaired the condition?
Yes

No
Go To 2
2. CHECK THE AIR FILTER
1. Perform an inspection of the Air Filter. Check for an improper filter or signs of a restriction such as
excessive debris or a filter that is out of shape.
Does the Air Filter system appear in good shape?
Yes
Go To 3
No
Replace the Air Filter assembly. Go To 3

3. CHECK THE CCV FILTER AND SYSTEM

1. Perform an inspection of the CCV system. Are there signs of a restriction in the system.
Are there signs of a restriction in the CCV system?
Yes
Replace CCV Filter and determine root cause.

No
Go To 4
4. CHECK THE TURBOCHARGER FOR OIL LEAK INTO THE INTAKE SYSTEM
1. Remove the inlet to the Turbocharger assembly.
2. Inspect the Turbocharger inlet compressor for oil leaking into the Air Handling system.
Was oil leaking into the Air Handling system from the Turbocharger?
Yes
Check the Turbocharger oil drain for a restriction. If restricted, clean or replace the oil drain
tube. If not restricted, replace the Turbocharger assembly.
No
Go To 5
5. CHECK THE TURBOCHARGER FOR OIL LEAK INTO THE EXHAUST SYSTEM
1. Inspect the Turbocharger turbine for oil leaking into the exhaust system.
Was oil leaking into the exhaust system from the Turbocharger?
Yes
Go To 6
No
Go To 7
6. CHECK FOR OIL LEAKING INTO THE EXHAUST MANIFOLD
1. Remove the Turbocharger and inspect for oil leaking into the Exhaust Manifold.

Was oil leaking into the Exhaust Manifold from the Turbocharger?
Yes
Go To 8
No
Replace the Turbocharger assembly.

7. CHECK THE INTAKE SYSTEM FOR LEAKS
1. Perform the INTAKE AIR SYSTEM PRESSURE TEST procedure. Refer to INTAKE AIR
SYSTEM PRESSURE TEST .
Were any leaks found?
Yes

No
Go To 8
8. CHECK THE VALVE TRAIN
1. Remove the Valve Cover.
2. Inspect the Valve seals. Look for any broken, brittle, or improperly installed seals.
Were problems found?
Yes

No
Remove the Cylinder Head. Inspect for any worn or damaged pistons, piston rings, or
cylinder walls. Check for excessive clearance/wear in the valve guides.

EXCESSIVE WHITE SMOKE OUT EXHAUST
POSSIBLE CAUSES
Possible Causes
INTAKE HEATER SYSTEM NOT OPERATING PROPERLY
FAULTY THERMOSTAT
FUEL HEATER NOT OPERATING PROPERLY
COOLANT LEAKING INTO THE COMBUSTION CHAMBER
IMPROPER OR CONTAMINATED DIESEL FUEL
FAULTY FUEL SYSTEM/FUEL INJECTOR
DIAGNOSTIC TEST
1. CHECK THE COOLING SYSTEM FOR LEAKS

1. Pressure test the cooling system.
Is the cooling system holding pressure?
Yes
Go To 2
No
Diagnose and repair the coolant leak. We are looking for coolant leaking into the combustion
chamber. Check EGR Cooler for internal cracks. If the cooler is not leaking then check the
engine internally for faulty cylinder head gasket, or cracks to the cylinder head or block.
2. VERIFY CONDITION
NOTE: Some white smoke from the tail pipe during initial start up is normal,
especially during cold ambient temperatures. If the white smoke is
excessive, continue with this test.
1. Allow the engine to cool to ambient temperature if possible.

2. Start the engine and allow it to idle monitoring smoke during warm up.
Is the white smoke occurring during cold ambient temperatures at initial start up ONLY?
Yes
Condition is normal. Verify proper operation of the Intake and Fuel Heaters.
No

Go To 3
3. CHECK THE ENGINE COOLANT THERMOSTAT
1. Verify the operation of the cooling system Thermostat.
Does the engine heat up properly to operating temperature?
Yes
Go To 4
No
Replace the cooling system Thermostat.

4. CHECK THE FUEL HEATER OPERATION
1. Verify that the Fuel Heater and temperature sensor is operating properly.
Is the fuel heater system operating normal?
Yes
Go To 5
No
Diagnose and repair the Fuel Heater system as necessary.

5. CHECK FOR IMPROPER FUEL OR CONTAMINATION
1. Perform the DIESEL FUEL CONTAMINATION AND CLEANING PROCEDURE. Refer to
DIESEL FUEL CONTAMINATION TESTING PROCEDURE .
Is the fuel improper or contaminated with debris?
Yes
Follow step three of the DIESEL FUEL CONTAMINATION AND CLEANING

PROCEDURE and clean the diesel fuel system and Fuel Injectors.
No
Go To 6
1. Using the scan tool, navigate to Miscellaneous Functions perform the Cylinder Kill test procedure.

NOTE: This test will kill each cylinder one at a time. There is a subsequent
drop in RPMs when this occurs. Each cylinder should drop
approximately the same amount of RPMs.
Do the results indicate that the RPMs dropped an unusual amount for a cylinder compared to the
others?
Yes

begin at test step 5 for diagnosing a single cylinder issue. Refer to CHECKING ENGINE
MISFIRE/RUNS ROUGH/PERFORMANCE TEST .
No
Go To 7
1. Perform the CHECKING THE FUEL DELIVERY SYSTEM test procedure. Refer to CHECKING
THE FUEL DELIVERY SYSTEM .
Yes

No

begin at test step 8 . Refer to CHECKING ENGINE MISFIRE/RUNS
ROUGH/PERFORMANCE TEST .
FUEL INJECTOR CORROSION INSPECTION
OVERVEIW
This service document provides visual inspection guidelines for corrosion detection on fuel injectors used in
Cummins 6.7L powered Dodge Ram vehicles. This includes both Pickup truck, model years 2007-Present (2500
& 3500 Series) and Cab Chassis model years 2007-Present (4500 & 5500 Series). For removal and installation
procedures, reference FUEL SYSTEM - 2500 HD & 3500 HD .

NOTE: If the fuel injectors are being removed such as for engine teardown or
diagnostic purposes, be sure to mark each injector with its corresponding
cylinder number. The fuel injectors MUST be reinstalled into the original (same)
cylinder due to the fuel injector correction code.
NOTE: Corrosion has been shown to cause an intermittent condition for P020X fault
codes.
NOTE: Corrosion can cause misfire, knock, smoke, and hard/no start.
WHEN MONITORED
Monitoring conditions
SET CONDITION
Fault setting conditions
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR(S)
FUEL FILTER/WATER SEPARATOR
FUEL QUALITY/CONTAMINATION
WATER IN FUEL
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-
DIAGNOSTIC TROUBLESHOOTING PROCEDURE - 6.7L .
DIAGNOSTIC TEST
INSPECT THE FUEL INJECTOR(S) FOR CORROSION
WARNING: Follow these safety precautions to reduce the risk of fire and possible
serious or fatal injury when performing this test procedure.
Fuel or fuel vapors are highly flammable. A fire could occur if an

ignition source is present. Do not expose the fuel or the test
equipment used in this procedure to open flames or sparks.
Inhalation of fuel vapors could lead to disorientation and personal
injury. Keep the service area well ventilated, or perform this test
procedure in an area where there is a building exhaust removal
system.
Relieve fuel system pressure before servicing fuel system

components.
Use extreme caution when connecting and disconnecting fuel lines.
Considerable fuel leakage may occur when servicing the fuel
system. Wear protective eyewear and clothing to protect from fuel
splash, and take suitable fuel containment measures.
Wrap a shop towel around the fuel pressure gauge connection to
absorb fuel leakage that occurs when connecting the test
equipment. Place the towel in an approved container when complete.
Never store fuel in an open container due to the possibility of fire or
explosion. Have a dry chemical (Class B) fire extinguisher nearby.
High-pressure fuel lines deliver diesel fuel under extreme pressure
from the injection pump to the fuel injectors. This may be as high as
26, 107 psi (1800 bar). Use extreme caution when inspecting for
high-pressure fuel leaks. Fuel under this amount of pressure can
penetrate skin causing possible serious or fatal injury.
Fig. 29: Inspection Of Inlet Area


2. Remove injector(s) associated with the circuit faults in accordance with the Service Information provided.
3. Inspection of inlet area: Look for black spots and/or rust in the inlet orifice as shown here.

Fig. 30: Example Of Good Injector

4. This is an example of a good injector.
Fig. 31: Inspection Of Circumference Of Injector

5. Inspection of circumference of injector: Look for black spots and/or rust in the area as shown here. Make
sure to rotate the injector and look on all sides around and between the inlet and drain orifices.


Fig. 33: Inspection Of Drain Area

7. Inspection of drain area: Look for black spots and/or rust in the drain orifice as shown here.


Are there black spots and/or rust present?
Yes
Replace injector(s) found to have corrosion or black spots.
No
Injectors passed visual inspection. Clean the injectors before re-installing.
INJECTOR RETURN FLOW TEST
DIAGNOSTIC TEST
1. ENGINE RUNS
NOTE: Review Warranty bulletin D-05-24.
Does the engine run?
Yes
Go To 2
No

Go To 3
2. INJECTOR RETURN FLOW TEST @ 1200 RPM AND 1800 BAR RAIL PRESSURE
1. Operate the engine until the coolant temperature is above 82.2°C (180°F).
4. Install fuel system test fitting (special tool #9012, Fitting, Fuel System Test) in place of the banjo
connector.
NOTE: Do not use test fitting (special tool #9014, Fitting, Fuel System Test).
This fitting will block return flow from the High Pressure Delivery
Pump and damage the seal and could potentially damage the engine.
NOTE: This hose is used to measure the High Pressure Pump return flow.
container.
NOTE: This hose will be used to measure the Injector return flow for this
procedure.
8. Start engine and allow to idle for 30 seconds. This step allows the flows to stabilize.
9. Using the scan tool, navigate to ECM view -> PCM Cummins -> More Options-> System Tests ->
Fuel Pressure Override Test. Select Start, then press Next.
NOTE: While the test is running, record the FCA duty cycle % and actual rail
pressure.
10. Press the Run button to start the Fuel Pressure Override Test. The engine speed will elevate rapidly
to 1200 RPM and the rail pressure will increase to 26107 psi (1800 bar). At this point, move (Hose
B) from the bucket and insert it into a graduated cylinder.Collect the fuel until the Fuel Pressure
Override Test times out (30 seconds).
11. Measure and record the amount of fuel collected in the graduated cylinder. Repeat this three times
and take the average of the three results.
NOTE: Flow should be less than 210 ml for 30 seconds.
12. If the flow is less than 210 ml/30 seconds, the test has successfully passed. If the flow is greater
than 210 ml/30 seconds, turn off the engine and remove all 6 high pressure fuel lines. Re-torque the
high-pressure connector nut for each injector. Inspect for damage, repair/replace as necessary.
Reinstall the high pressure fuel lines. Re-measure the injector return flow using steps 10 through 13

as a guide. Continue on to next step.

13. If the amount of fuel is still greater than 210 ml/30 seconds after re-torquing the high-pressure
connector nuts, turn the engine off and remove the #1 high pressure fuel line. Cap the #1 fuel port
using tool (special tool #9864, Cap, Fuel Rail) for the 6.7L engine on the fuel rail and re-measure
the injector return flow using steps 8 through 11 as a guide. Repeat this procedure for injectors 2-6.
Continue on to next step.
14. Replace the Fuel Injector and High pressure connector of the injector that shows the largest amount
of change when capped off.
Did the vehicle pass the Injector Return Flow test at step 12 without any repairs needed
Yes
Injector return flow is within specification, and no repair is needed.
No
Replace the failed Fuel Injector(s) and verify repair.

3. NO START INJECTOR RETURN FLOW TEST DURING ENGINE CRANKING @200 RPM
NOTE: Battery charger may be utilized if cranking speed is below 170 RPMs.
1. Install (special tool #9012, Fitting, Fuel System Test) fitting in standard location on back of fuel
filter head to measure pump and injector return flows.
2. Install hoses to the test fitting and the injector return line and route them to a bucket or other
container. Make sure test lines are straight and slope downward their entire length. This is to avoid
trapping air/fuel in the lines while testing.
3. Unplug the injector harnesses at the valve cover, Unplug the connector to the FCA.
4. Crank the engine for least 10 seconds until fuel starts to flow out of the pump and injector return
hoses. Turn Key off when finished.
5. Let all the fuel drain out of each line before continuing.
6. Place the injector return hose into an appropriate measuring device.
7. Crank the engine for 10 seconds. Go from Keyoff to Crank back to Keyoff. Do not leave the
ignition on between tests.
8. Let all of the fuel drain out of the injector hose.
9. Record the amount of injector return for a 10 sec crank.
10. Flow should be less than 40 ml for 10 seconds of cranking.
11. If the flow is greater than 40 ml after step 10, remove the #1 fuel injector supply line. Re-torque the
high-pressure connector nut. Cap the #1 fuel port using tool (special tool #9864, Cap, Fuel Rail) for
the 6.7L engine and (special tool #9011, Adapter, Fuel Pressure Test) for 5.9L engine on the fuel
rail.

12. Crank the engine and perform steps 7 through 9.

13. Measure the amount of fuel in the graduated cylinder.
14. If the amount of fuel is less than 40 ml, remove the #1 high pressure connector and the #1 fuel
injector. Inspect for damage, repair/replace as necessary.
15. If the amount of fuel is not less than 40 ml, repeat steps 12-14 for cylinders 2-6.
16. Install all high-pressure connectors, fuel injectors, and fuel injector supply lines. Repeat steps 1-12
to confirm repair.
SPECIFICATION: Less than 40 ml total fuel return flow for 10 seconds. Did the vehicle pass the
Injector Return Flow test at step 12 without any repairs needed
Yes
Injector return flow is within specification, and no repair is needed.
No
Replace the failed Fuel Injector(s) and verify repair.

INTAKE AIR SYSTEM PRESSURE TEST
DIAGNOSTIC TEST
CHARGE AIR COOLER PRESSURE TEST
1. Loosen the Air Inlet Tube clamp at the Turbocharger.

2. Remove the air filter housing and the inlet tube from the vehicle as an assembly.
3. Install the (special tool #10137, Adapter, Charge Air) on the turbo, securing it in place with the supplied
three-fingered band clamp, tighten tool clamp to 8 N.m (72 in lbs) then tighten the 3 wing nuts to the
puck.
CAUTION: Never attempt to start or run the vehicle at any time during this test,
engine damage may occur.
4. Before attaching shop air to the pressure regulator verify that the regulator is at its lowest pressure setting
(0 psi).
5. Attach an air supply to the regulator and slowly increase the pressure until the pressure gauge reads 20
psi.
WARNING: Never apply more than 30 PSI.

6. Using Mopar Air Leak Detector or Equivalent, spray the Turbocharger, Turbocharger wastegate, Charge
Air Cooler (CAC) Heat Exchange and CAC Hoses while watching for leaks.
7. Before any attempt to repair the CAC system is made, it's necessary to completely discharge the system.
This can be accomplished by turning the regulator knob counter clockwise.
8. Allow for adequate time to pass before removing the CAC Pressure tester from the turbocharger inlet.
9. Position the Air Filter Housing over the three mounting studs located on the inside front fender well and
press down firmly to lock housing into place.
10. Install Air Inlet Tube over the Turbocharger inlet and torque the band clamp to 35 in. lbs.
View Repair
Repair
Test complete.

ENGINE PERFORMANCE Driveability - Diesel - Non-DTC Based Diagnostics, 6.7L Diesel - Ram Pickup

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2014 RAM 3500 HD Laramie

2014 ENGINE PERFORMANCE

Driveability - Diesel - Non-DTC Based Diagnostics, 6.7L Diesel - Ram Pickup

DIAGNOSIS AND TESTING

Are you currently experiencing a NO RESPONSE condition?

The NO RESPONSE condition must be properly diagnosed before continuing.

1. Turn the ignition on.

Is there a DTC present?

Proceed to the MIL LIGHT ON PRETEST PROCEDURE. Refer to MIL LIGHT ON

Thursday, November 16, 2017 19:47:01

1. Check the vehicle for one of the following conditions:

Do one of the following conditions exist?

AFTERTREATMENT INSPECTION GUIDELINE

Fig. 1: Exhaust System - 6.7L Diesel - P/U

1 - DIESEL OXIDATION CATALYST (DOC)

Thursday, November 16, 2017 19:46:59 Page 2

Fig. 2: 6.7L Diesel- CAB Chassis

1. PICKUP OR CAB CHASSIS VEHICLE

Is the vehicle a Pickup or Cab Chassis frame?

Thursday, November 16, 2017 19:46:59 Page 3

2. PICKUP VEHICLE INSPECTION OF THE DIESEL PARTICULATE FILTER (DPF)

Fig. 3: Example Of A Failed DPF Due To Severe Face Plugging

1. Remove the DPF from the vehicle.

NOTE: DPF Inlet is the flanged side.

Thursday, November 16, 2017 19:46:59 Page 4

Fig. 4: Example Of A Good DPF Inlet

Thursday, November 16, 2017 19:46:59 Page 5

Fig. 5: Example Of A Failed DPF Due To An Internal Melting Of Cells

5. Inspect the outlet of the DPF.

Thursday, November 16, 2017 19:46:59 Page 6

Fig. 6: Example Of A Failed DPF Due To An Internal Cracking Of The Substrate

Thursday, November 16, 2017 19:46:59 Page 7

Fig. 8: Examples Of A Good DPF

Thursday, November 16, 2017 19:46:59 Page 8

Fig. 9: Checking Pass Or Fail Condition Of DPF Using A 1 Inch Socket

Thursday, November 16, 2017 19:46:59 Page 9

Fig. 10: Examples Of A Good NAC

1. Remove the NAC from the vehicle for inspection.

Thursday, November 16, 2017 19:46:59 Page 10

Fig. 11: Close Up View Of Wash-Coat Spots

Thursday, November 16, 2017 19:46:59 Page 11

Fig. 12: Example Of A Good DOC

Thursday, November 16, 2017 19:46:59 Page 12

Fig. 13: Identifying DOC Inlet And Diffuser

1. Remove the DOC/DPF from the vehicle for inspection.

Thursday, November 16, 2017 19:46:59 Page 13

Fig. 14: Close Up View Of Wash-Coat Spots

Thursday, November 16, 2017 19:46:59 Page 14

Fig. 15: Example Of A Failed DPF Due To An Internal Melting Of Cells

5. Inspect the outlet of the DPF.

Thursday, November 16, 2017 19:46:59 Page 15

Thursday, November 16, 2017 19:46:59 Page 16

Fig. 18: Examples Of A Good DPF

Thursday, November 16, 2017 19:46:59 Page 17

Replace the DOC/DPF in accordance with the service information.

Thursday, November 16, 2017 19:46:59 Page 18

CHECKING ENGINE MISFIRE/RUNS ROUGH/PERFORMANCE TEST

Were any of the above conditions found?

Thursday, November 16, 2017 19:46:59 Page 19

Repair as necessary and verify repair.

Were any issues found?

Replace the Air Filter.

Was any contamination detected?

Do the results indicate that a cylinder is low?