2013 EPA Heavy-Duty On Board Diagnostics Overview For Technicians

TMT121330
Class Course Code: SD8354

February 2013
2013 EPA Heavy-Duty On

Board Diagnostics Overview for Technicians
Study Guide
2013 EPA Heavy-Duty On-Board Diagnostics | STUDY GUIDE
©2013 Navistar, Inc.

2701 Navistar Drive, Lisle, IL 60532.
All rights reserved.
No part of this publication may be duplicated

or stored in an information retrieval system
without the express written permission of
Navistar, Inc.
2013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners. 1
STUDY GUIDE | 2013 EPA Heavy-Duty On-Board Diagnostics • Training for Technicians
TABLE OF CONTENTS
Introduction
MODULE 1: PURPOSE AND DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
MODULE 2: SERVICEMAXX INTERFACE AND DIAGNOSTICS . . . . . . . . . . . . . . . . . 9
MODULE 3: C OMPONENT AND CALIBRATION CHANGES
TO NAVISTAR ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
CONCLUSION
2 2013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.
2013 EPA Heavy-Duty On-Board Diagnostics | INTRODUCTION
Dealer Education Information
If you have questions or concerns regarding the playback of this program, please contact Navistar
Service Education by submitting a case file (Dealer Personnel); or by calling 1-800-365-0088.
INTRODUCTION
Welcome to the Navistar training course on 2013 EPA Heavy-Duty On-Board Diagnostics, or HD OBD.
Course Navigation
To skip the navigation instructions and continue with the course, click on the “SKIP” button near the
upper right-hand corner of the screen.
Navigation of this course may be performed in several ways. At the bottom of the screen are the
“NEXT,” “PREVIOUS,” and “REPLAY” buttons. Clicking either the “NEXT” or “PREVIOUS” buttons
will take you to the next or previously viewed course topic. After all information on a topic has been
covered, the arrow on the “NEXT” button will pulse red to indicate you are ready to continue.
Clicking the “REPLAY” button will replay the topic you are currently viewing.
Near the bottom right-hand corner of the screen are the “PAUSE/PLAY” and “NOTES” buttons.
Clicking the “PAUSE/PLAY” button allows you to pause the course and resume when you’re ready
to continue.
Clicking the “NOTES” button will bring up a small window containing the narrated text for the cur-
rently viewed topic. Click the “NOTES” button again to hide this window.
STUDY GUIDE | 2013 EPA Heavy-Duty On-Board Diagnostics • Overview for Technicians
INTRODUCTION: CONTINUED
Course Overview
We’ll cover the
This course is intended to introduce technicians to Heavy-Duty On-Board Diagnostics, and following HD OBD
the HD OBD related changes to Navistar’s vehicles and engines. Related Information:
• Purpose
In particular, this course will cover the purpose of HD OBD, terminology associated with HD
OBD, HD OBD Diagnostics and Warning Lamps, the HD OBD related changes to Service- • Terminology
Maxx, and the required component and calibration changes made to each of Navistar’s engine • Diagnostics and
Warning Lamps
families to meet HD OBD Standards.
• ServiceMaxx
• Component and
Objectives Calibration Changes to
Navistar® Engines
Upon completion of this course, you will be able to define Heavy-Duty On-Board Diagnostics
and how it applies to Navistar engines and vehicles, identify warning lamp operation, navigate
the HD-OBD Monitors Session using ServiceMaxx, utilize freeze-frame and monitor data to
conduct engine and vehicle diagnostics, and identify HD OBD related components. Upon Completion of this
Course, you will
be able to:
Modules • Define HD OBD
• Identify Warning
This course consists of this introduction and the following three modules: Purpose and Lamp Operation
Description, ServiceMaxx Interface and Diagnostics, and Component and Calibration
• Navigate HD-OBD
Changes to Navistar® Engines. Monitors Session in
ServiceMaxx
• Utilize Freeze Frame
and Monitor Data for
Diagnostics
• Identify HD OBD
Related Components
This course consists

of the following three
modules:
Module 1: Purpose
and Description
Module 2: ServiceMaxx
Interface and
Diagnostics
Module 3: Component
and Calibration
Changes to
Navistar® Engines
2013 EPA Heavy-Duty On-Board Diagnostics | MODULE 1
NOTES
MODULE 1: PURPOSE AND DESCRIPTION

HD OBD =
Heavy-Duty On-Board
Diagnostics
Engine and
What is HD OBD? Vehicle’s Ability to
Self-diagnose, Record,
What is HD OBD? On-Board Diagnostics, or OBD, is a generic term referring to an engine
and Report Issues.
and vehicle’s ability to self-diagnose, record, and report mechanical and electrical issues to
Applies to Class 4
the operator or technician. vehicles and above,
Heavy-Duty On-Board Diagnostics, or HD OBD, is the term used for On-Board Diagnostics weighing 14,000 lbs
or more.
on class 4 vehicles and above, weighing 14,000 pounds or more, and are required on 2010
Required on
and later heavy-duty engines in on-highway vehicles.
2010 and Later
HD OBD systems continuously monitor for proper engine operation and ensure that emis- Heavy-Duty Engines in
On-Highway Vehicles
sion control components remain compliant with Environmental Protection Agency, or EPA,
emissions standards for the life of the engine and vehicle.
Also, HD OBD is intended to identify, as specifically as possible, failed components and
systems. HD OBD may assist technicians in diagnosis and repair, and ensure failed emis- Wait-to-Start Light
Engine Warning Light
sion control components are correctly repaired.
New OBD MIL Light
Engine Stop Light
How Does HD OBD Inform the Operator?
New in 2013, OBD standards have required all manufacturers to use a universal set of Mal-
function Indicator Lamps, or MIL. The MIL notifies the operator of detected malfunctions and Stored DTC
Information Includes:
OBD requirements regulate when and why the MIL should illuminate or shut off.
• DTC Number
If an emission-related malfunction is detected by an engine’s control systems, Diagnostic • Suspect Parameter
Trouble Code, or DTC, information is stored in the ECM and the operator is alerted via the Number (SPN)
Malfunction Indicator Lamp. • Failure Mode
Indicator (FMI)
• Failure Description
What Information is Stored in the ECM? • Fault Status
The DTC information stored in the ECM includes a Suspect Parameter Number (SPN), a • Freeze Frame Data
Failure Mode Indicator (FMI), a failure description, fault status, freeze-frame data, and a fault Fault Count
count. The diagnostic information can be accessed via the Diagnostic Link Connector (DLC)
with an Electronic Service Tool (EST) for diagnosis and repair of the malfunction.
We’ll go into more detail on the DTC information later in this course. Question: How does the
ECM collect engine and
system information?
How Does the ECM Collect OBD Related Information? Answer: The ECM
uses a series of moni-
You might be asking yourself, ‘how does the ECM collect the HD OBD related information tors to collect Engine
that it stores and uses to notify the operator?’ The ECM uses a series of monitors to collect System and Component
Engine System and Component information as Live Data, and then stores that information in information.
internal memory. Question: What is
a Monitor?
Now you might have another question, ‘what is a monitor?’ A monitor is a strategy that the
Answer: A strategy that
ECM uses to evaluate the performance of an engine system or component by comparing the ECM uses to
sensor values to programmed parameters. evaluate the perfor-
mance of an engine
system or component
by comparing sensor
values to programmed
parameters.
MODULE 1: PURPOSE AND DESCRIPTION
How Do Monitors Work? Monitors Consist of:

Enable Conditions
Monitors utilize Engine System and Component sensors to identify three sets of informa- Malfunction Criteria
System Effects
tion: Enable Conditions, Malfunction Criteria, and System Effects.
Enable Conditions QUESTION: What are

What are Enable Conditions? Enable Conditions are engine or vehicle conditions that Enable Conditions?
determine when a monitor executes. These conditions are also sometimes referred to as a ANSWER: Enable
“Drive Cycle.” There are may different drive cycles for all of the various monitors and may Conditions are engine or
vehicle conditions that
range from the starting of the engine to a heavy pull.
dictate when a
For example, Enable Conditions for a DPF Performance Monitor might include minimum monitor executes.
exhaust flow and substrate temperature conditions. The ECM will hold off on beginning
these monitors until the exhaust flow and substrate temperature have each reached their
specified values. QUESTION: What are
Malfunction Criteria?
ANSWER: Malfunction
Malfunction Criteria criteria are performance
thresholds that the
What about Malfunction Criteria? Malfunction Criteria are performance thresholds that the ECM uses to determine
ECM uses to compare measured data to programmed parameters to make a PASS or FAIL monitor status
determination of the monitored component or system operation. as “PASS” or “FAIL.”
For example: if, while an engine is running, the DPF Differential Pressure stays below the
monitor’s Test Limit Maximum, or expected performance level, the ECM recognizes the
monitor status as “PASS” because all Malfunction Criteria were within the preprogrammed QUESTION: What is
System Effect?
limits.
ANSWER: After the ECM
However, if, while the engine is running, the DPF Differential Pressure falls below the mini- has made a PASS or
mum threshold the ECM will detect a fault in the System Operation. The monitor status will FAIL determination of
monitor status, that
be displayed as “FAIL.”
data is used to cause
a variety of different
system responses.
System Effect
What is “System Effect?” After the ECM has made a PASS or FAIL determination of
monitor status, that data is used to cause a variety of different system responses.
Referring to our last example where DPF Differential Pressure failed the “Excessively Low”
monitor, you’ll notice there is a description in parenthesis stating “Missing or Cracked
Filter.” In this example, System Effect might be that base engine performance is effected
and smoke is emitted from the exhaust. The system response would be the ECM notifying
the driver by illuminating the MIL and possibly additional warnings.
How Do Monitors Help Me Do My Job?

By understanding how monitors work, and knowing that the ECM is already providing you
with information that may direct you to failed components or improper system operation,
you can more quickly and effectively diagnose customer complaints.
Now that you know this information is available to you, how about we show you how to find
it using ServiceMaxx.
NOTES
MODULE 2: SERVICEMAXX INTERFACE AND DIAGNOSTICS
Module 2 Overview
In Module 1 we defined the purpose of HD OBD and how it will impact you as a techni-
cian. In Module 2 we’re going to expand on how to utilize the diagnostic information that
can be found in the new “HD-OBD Monitors” Session in ServiceMaxx.
Exploring ServiceMaxx
First, let’s log-on to ServiceMaxx and connect to a vehicle. Click on the “ServiceMaxx Icon”
to continue.
We already have a username typed in, so go ahead and click “OK” to finish logging on to
ServiceMaxx.
For the purpose of this course we’ll use the Engine Simulator for a 2013 MaxxForce 13.
The simulator will provide us with all of the information we need to explore the HD OBD
functions in ServiceMaxx. Some of the following information may be a review for those of
you who are experienced working with the 11, 13 and 15 liter engines; however many of
the OBD related features of ServiceMaxx are new, or have been revised, for the rest of
Navistar’s engine families.
Click on the “Tools” dropdown menu, near the upper left-hand corner of the screen, to
continue. Then click “Simulate Engine” and click on “Start Simulator.”
From the “Select Engine” menu, click on “MaxxForce 13 (2013 -)”and then click OK.
ServiceMaxx is now simulating a connection to a 2013 13 Liter engine.
The values shown are only for training purposes, and do not reflect actual engine or
vehicle data.
Diagnostic Trouble Code Information

Earlier in the course it was mentioned that the ECM stores information including a Suspect Parameter
Number (SPN), a Failure Mode Indicator (FMI), a failure description, fault status, freeze-frame data, and
a fault count for each DTC. All of this basic information may be viewed from the Default Session, at the
bottom of the screen, under the “Diagnostic Trouble Codes” tab.
The SPN and FMI numbers may be used to further identify each DTC while using the engine’s Diagnostic
Manual.
The “Message” column provides a short description of the failure associated with each DTC.
As required by OBD standards, a snapshot of sensor data from the exact time a fault was detected can
be viewed from the “Freeze Frame” column. The cause of a fault may be identified by examining Freeze
Frame data for clues. Engine Run Time, Engine Coolant Temperature, DOC Inlet Temperature, and Fuel
Rail Pressure are all examples of Freeze Frame data that may be helpful when performing diagnostics.
Freeze Frame Data is cleared when DTCs are cleared.
The “Module” column lists the electronic control module responsible for the system affected by each
DTC.
The “Count” identifies how many drive cycles each DTC has been Active without clearing or being recti-
fied.
Finally, the “Type” column presents the current status of each listed DTC. The status can be either “Pend-
ing,” “Active,” or “Previously Active.” Each of these satuses are defined by specific OBD standards.
HD-OBD Monitors Session

For more information about DTC status, as well as additional HD OBD related updates to ServiceMaxx,
let’s open the HD-OBD Monitors session.
Click on the “Sessions” drop-down menu near the upper left-hand corner of the screen. Then click on
“HD-OBD Monitors.”
Upon beginning the HD-OBD Monitors session, ServiceMaxx will load the “Descriptions” tab. In this tab
you will find an explanation of the information found under the “Monitor Results” tab, as well as a descrip-
tion of the possible DTC types.
The other three tabs, “Diagnostic Readiness,” “Monitor Performance Ratio,” and “Vehicle, Calibration,
NTE Operation Status,” contain information specific to OBD regulations and are not particularly useful to
technicians.
DTC Types
Let’s pick up where we left off on the ServiceMaxx Default screen and take a look at the definitions for
each of the DTC Types.
The other three tabs, “Diagnostic Readiness,” “Monitor Performance Ratio,” and “Vehicle, Calibration,
NTE Operation Status,” contain information specific to OBD regulations and are not particularly useful to
technicians.
Pending DTCs
Pending DTC
A DTC is “Pending” when a fault is detected on the first drive cycle, but has not yet been (MIL is OFF):
detected on a consecutive drive cycle. If the same fault is not detected on the second or Monitor has run and
third consecutive drive cycles, the fault is cleared from memory. failed 1 drive cycle.
The MIL remains OFF for “Pending” DTCs. MIL not illuminated.
Freeze Frame
Data Stored.
Active DTCs If the same monitor
failure does not occur
If the same fault is detected twice within three consectutive drive cycles, the DTC is then in the next 2 drive
“Active.” cycles, the “Pending”
code clears.
The MIL is turned ON when a DTC becomes “Active.”
If the same fault is
detected during the 2nd
or 3rd drive cycle, the
Healing DTCs fault becomes “Active”
An “Active” fault that has not been detected for two consecutive drive cycles is classified and turns on the MIL.
as “Healing.”
While a DTC is Healing, if the same fault is not detected on three consecutive drive cycles,
Active DTC (MIL is ON):
the fault becomes “Previously Active” and the MIL is turned OFF.
Pending DTC monitor
However, if the same fault is detected within three consecutive “Healing” drive cycles, the failed a 2nd time within
fault returns to “Active” and the MIL stays “ON.” the next 2 drive cycles.
MIL is illuminated.
Freeze Frame data
is updated.
DTC remains “Active”
as long as the fault
is present.
Healing DTC (MIL is ON):

The conditions that
caused the Active DTC
are no longer present.
The DTC will remain
‘Healing’ for 3 success-
ful drive cycles.
On the 4th consecutive
successful drive cycle,
the fault becomes
“Previously Active” and
MIL is turned OFF.
Previously Active DTCs

Previously Active DTC
A DTC will remain “Previously Active” and the MIL will stay OFF as long as the same fault (MIL is OFF):
is no longer detected. But, if the same fault is detected within three consecutive drive The code was
cycles while it is still Healing, the fault returns to “Active” and the MIL turns “ON.” previously active.
The monitor has run and
Permanent DTCs passed 3 consecutive
drive cycles.
Permanent Diagnostic Trouble Codes are faults that were detected by HD OBD MIL not illuminated.
monitors and can not be cleared using the “Clear DTCs” function in ServiceMaxx. The code will clear
Rather, these faults are cleared when the monitor that set the code PASSES on three completely after 40/80
consecutive drive cycles. successful ‘warm-up’
cycles.
Permanent DTCs should not be treated as a current problem with the control system.
Permanent DTC:
DTC Review When an active HD-OBD
fault is set, a permanent
Let’s take a moment to let all of that information set in. Remember, you can always use the fault is also set.
“PREVIOUS” or “REPLAY” buttons if you think you might have missed something, or would
Permanent DTCs are
like to review an earlier part of this course. cleared when the moni-
tor that set the code
If you feel like you have a good understanding of the different types of DTCs, let’s move on
passes on 3 consecutive
and take a look at the rest of what the “HD-OBD Monitors” session has to offer. drive cycles.
Click on the “Monitor Results” tab when you’re ready to continue. These are historic
faults and should not
be treated as a current
Monitor Results problem with the
control system.
The “Monitor Results” tab shows data for each major Monitor including: SPN and FMI
numbers, a description of each monitor, the Current (or actual) Value as seen by the monitor,
the Minimum and Maximum Thresholds for the monitor, the Unit of Measure for each monitor’s displayed
value, and the Test Status.
All of this information may be useful while performing diagnostics, verifying a repair, and even for emis-
sions testing. To show how this can help you work smarter, and not harder, let’s work through an example
of using OBD information to complete a repair.
Diagnostic Exercise
Here you’ll see a portion of the Work Order from a truck that just came into your shop for service. In the
“CUSTOMER COMPLAINT” section, you notice that the customer says the engine feels sluggish and
has poor acceleration. The customer also thinks the engine has De-Rated because the DPF Warning
Lamp and the MIL are both illuminated.
After connecting ServiceMaxx to the vehicle, you see that “SPN 3251 FMI 0: DPF Differ-
ential Pressure Excessively High” is an “Active” DTC. This explains the DPF Warning Light
and MIL being illuminated on the dashboard.
To find out some information behind the cause of this fault, let’s take a look at the monitor
for DPF Differential Pressure. Click on the “Sessions” dropdown and then select “HD-
OBD Monitors.” Now, go ahead and click on the “Monitor Results” tab.
Scrolling through the list of Monitors will eventually lead you to the monitor for “SPN 3251
FMI 0: DPF Differential Pressure Excessively High.” If you look to the far right side of the
monitor description, you’ll see that it states “Test Failed.”
Think back to our earlier discussion about Monitor Malfunction Criteria; do you remember
how a monitor determines the PASS or FAIL status? This monitor shows “Test Failed”
because the actual DPF Differential Pressure reading of 394 kPa, shown in the “Value”
column, is greater than the Maximum Performance Threshold of 350 kPa. Now that we
have verified a fault with the DPF, we’ll need to refer to the Engine Diagnostic Manual on
Service Portal to complete the repair.
Upon following the steps in the Engine Diagnostic Manual, you verify that the vehicle has
a restricted DPF. You then remove the DPF from the truck, perform the DPF Cleaning
Procedure, and re-install the cleaned DPF. Finally, the Diagnostic Manual instructs you to
Clear all DTCs and re-test to verify completion of the repair. To Clear the DTCs and verify
the repair is complete, click on “Clear DTCs” at the bottom of the ServiceMaxx screen.
All DTCs and their associated Freeze Frame data have now been erased and the Monitor
information has been reset. Until the appropriate drive cycles have been completed, the
Monitor Statuses will show “Test Not Run.” Click the “Refresh” button to see the Monitor
status after completing the required Drive Cycle.
The Monitor status for “SPN 3251 FMI 0: DPF Differential Pressure Excessively High” now
shows “Test Passed” and the DTC has not returned. It looks like you have successfully com-
pleted the repair! Congratulations, you just used the HD-OBD Session in ServiceMaxx to
help diagnose a vehicle fault and verify completion of the repair! This concludes Module 2.
NOTES
MODULE 3: C
OMPONENT AND CALIBRATION CHANGES TO
NAVISTAR® ENGINES
Module 3 Overview
In this module, we will briefly outline both the hardware and calibration changes made to
Navistar’s engines to meet the 2013 EPA emissions and OBD standards.
6.4 Liter V-8

The first engine we’ll cover is Navistar’s 6.4 liter V8. For 2013, this V-8 engine will now
have a Turbocharger Compressor Outlet Temperature Sensor standard on all horsepower
ratings. The location of this two-wire sensor is in the middle of the elbow on the outlet of
the Turbocharger Compressor Housing.
In addition to the Turbocharger Outlet Temperature Sensor, a Charge Air Cooler Outlet
Temperature sensor has also been added to the V-8.
To support the additional sensors, the V-8 will use an updated Over-Molded Engine Harness.
Navistar is also upgrading a variety of internal and external components of the V-8 engine.
While these upgrades will increase reliability and durability, they should not impact service or
diagnostic procedures.
7.6 and 9.3 Liter I-6

For 2013, a number of changes have been made to the 7.6 liter and 9.3 liter I-6 engines.
Initial changes consist of enhancements to the current ECU, including additional memory
and an Engine-Off Timer. The Engine-Off timer is an OBD requirement and is used as a
Key-OFF timer to monitor cold-soak conditions.
The ECU will continue to use the same connector, however the Engine-Off timer will
require an additional power circuit in the Chassis Harness that will be wired to a previously
unused pin.
On most applications, this power circuit will have the power spliced from the ECM Power
Relay circuit and will be provided constant battery voltage with a 5 amp inline fuse located
on the side of the Mega Fuse Bulkhead.
On RE bus applications, the ECU-Off Timer power circuit will be added to the exist-
ing Arens Power Distribution Center and will be fused inside of the Fuse Box. No visible
change will be made to the harness routing, but the Wait-To-Start lamp will now be hard-
wired.
Changes to the I-6 also include the addition of a Charge-Air-Cooler Outlet Temperature
Sensor, which will be installed in a newly designed Intake Throttle Cuff.
A High Pressure Compressor Inlet Temperature Sensor will be installed at the Compressor
Inlet on I-6 engines rated at 245 horsepower and higher.
MODULE 3: C
OMPONENT AND CALIBRATION CHANGES TO
NAVISTAR® ENGINES
Big Bore 11 and 13 Liter

While some calibration changes were made to the 11 and 13 Liter engines to comply with current EPA
and OBD standards, no hardware changes were made to these engines.
That wraps up our overview of the HD OBD related Component and Calibration changes to Navistar’s
engines, and completes the final module of this training program.
Conclusion
This concludes the Navistar training course on 2013 EPA Heavy-Duty On-Board Diagnostics.
Thank you for your participation.
NOTES
2013 EPA Heavy-Duty On-Board Diagnostics Overview for Technicians STUDY GUIDE
2013 EPA Heavy-Duty On-Board Diagnostics Study Guide • © 2013 Navistar, Inc. All rights reserved. All marks are trademarks of their respective owners.

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TMT121330

Class Course Code: SD8354

2013 EPA Heavy-Duty On

©2013 Navistar, Inc.

All rights reserved.

No part of this publication may be duplicated

Dealer Education Information

This course consists

MODULE 1: PURPOSE AND DESCRIPTION

MODULE 1: PURPOSE AND DESCRIPTION

How Do Monitors Work? Monitors Consist of:

Enable Conditions QUESTION: What are

How Do Monitors Help Me Do My Job?

MODULE 2: SERVICEMAXX INTERFACE AND DIAGNOSTICS

MODULE 2: SERVICEMAXX INTERFACE AND DIAGNOSTICS

Diagnostic Trouble Code Information

HD-OBD Monitors Session

MODULE 2: SERVICEMAXX INTERFACE AND DIAGNOSTICS

Healing DTC (MIL is ON):

MODULE 2: SERVICEMAXX INTERFACE AND DIAGNOSTICS

Previously Active DTCs

MODULE 2: SERVICEMAXX INTERFACE AND DIAGNOSTICS

6.4 Liter V-8

7.6 and 9.3 Liter I-6

Big Bore 11 and 13 Liter

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