EGES175

DIAGNOSTIC/TROUBLESHOOTING MANUAL
DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES175-1
DT 466E / 530E ENGINES
10-02
EGES175-1
Read all safety instructions in the "Safety Information" section of this manual before doing any procedures.
Follow all warnings, cautions, and notes.
© 10-02 International Truck and Engine Corporation
DIAGNOSTIC/TROUBLESHOOTING MANUAL I
Table of Contents
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Group 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
ENGINE CONTROL SYSTEM OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
MECHANICAL DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
ELECTRONIC CONTROL SYSTEM DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269
DIAGNOSTIC TROUBLE CODES CIRCUIT INDEX (DTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284
SUPPLEMENTAL DIAGNOSTIC ANALYSIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519
DIAGNOSTIC TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .539
HARNESS REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571
GLOSSARY OF TECHNICAL TERMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .583
EGES175-1
II DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES175-1
DIAGNOSTIC/TROUBLESHOOTING MANUAL 1
Foreword FORM NO*. – DESCRIPTION

EGES-210-1 – DT 466E and INTERNATIONAL®
This diagnostic manual is part of a series of
530E Diesel Engine Service Manual (EGES-230
publications intended to assist service technicians
Included)
in maintaining International® engines in accordance
EGES-230 – DT 466E and INTERNATIONAL® 530E
with the latest technical advancements.
Diesel Engine Service Manual Supplement
Due to a commitment of continuous research and EGES-175-1 – DT 466E and INTERNATIONAL®
development, some procedures, specifications, and 530E Engine Diagnostic Manual for 4000 Series
parts may be altered to improve International products Trucks
and introduce technological advances. EGED-180-1 – DT 466E and INTERNATIONAL®
530E Mechanical Diagnostics Form
Periodic revisions may be made to these publications
EGED-185-1 – DT 466E and INTERNATIONAL®
and mailed automatically to "Revision Service"
530E Electronic Control System Diagnostics Form
subscribers. The following literature, supporting
CGE-309 – INTERNATIONAL® Engine Diagnostic
International Diesel Engines, is available from:
Trouble Codes
International Truck and Engine Corporation 1171734R7 – DT 466E Engine Operation and
Printing and Distribution Services Maintenance Manual
C/O Moore Wallace North America 1171735R5 – INTERNATIONAL® 530 Engine
1750 Wallace Avenue Operation and Maintenance Manual
St. Charles, IL. 60174
* - Publication number specified with latest
Telephone: (630) 313-7507
revision will be furnished.
SERVICE LITERATURE for DT 466E and

INTERNATIONAL® 530E DIESEL ENGINES
EGES175-1
2 DIAGNOSTIC/TROUBLESHOOTING MANUAL
Safety Information Protective Measures
This manual provides general and specific service • Wear protective glasses and safety shoes. (Do
procedures and repair methods essential for reliable not work in bare feet, sandals, or sneakers.)
engine operation and your safety. Since many • Wear correct work clothing.
variations in procedures, tools, and service parts are
involved, advice for all possible safety conditions and • Do not wear rings, watches, or other jewelry.
hazards can not be stated. • Restrain long hair.
Departure from instructions in this manual or disregard Fire prevention
of warnings and cautions can lead to injury or death,
or both and damage to the engine or vehicle. • Keep charged fire extinguishers close by.
Read safety instructions below before doing service NOTE: Three fire extinguishers are required:
and test procedures in this manual for the engine or 1. Type A — Wood, paper, Textiles, and rubbish
vehicle. See related application manuals for more
information. 2. Type B — Flammable liquids
3. Type C — Electrical equipment
SAFETY TERMINOLOGY
Batteries
Three terms are used in this manual to stress your
safety and safe operation of the engine: Warning, Batteries produce highly flammable gas during and
Caution, and Note. after charging.
Warning: A warning signals conditions, hazards, and • Avoid leaning over batteries.
unsafe practices that can cause injury or death. • Protect your eyes.
Caution: A caution signals conditions and practices • Do not expose batteries to open flames or sparks.
that can cause damage to the engine or vehicle
• Do not smoke.
Note: A note signals a key point or procedure
that must be followed for correct, efficient engine • Always disconnect the ground cable before
operation. working on the electrical system.
Compressed air
SAFETY INSTRUCTIONS
• Limit air pressure to 207 kPa (30 psi).
Vehicle
• Use approved equipment.
• Make sure the vehicle is in neutral, the parking
brake is set, and the wheels are blocked before • Do not direct air at body or clothing.
doing any work or diagnostic procedures on the • Wear safety glasses or goggles.
engine or vehicle.
• Use shielding to protect others in the work area.
Work area
Tools
• Keep work area clean, dry, and organized.
• Make sure all tools are in good condition.
• Keep tools and parts off the floor.
• Make sure all standard electrical tools are
• Make sure the work area is ventilated and well lit. grounded.
• Make sure a First Aid Kit is available. • Check for frayed power cords before using power
Safety equipment tools.
• Use correct lifting devices. Fluids under pressure
• Use safety blocks and stands. • Use extreme caution when working on systems
under pressure.
EGES175-1
• Follow approved procedures only. • Do not refuel the tank when the engine is running.
Fuel Removal of tools, parts, and equipment
• Do not over fill the fuel tank. Over fill creates a fire • Reinstall all safety guards, shields, and covers
hazard. after servicing the engine.
• Do not smoke in the work area. • Make sure all tools, parts, and service equipment
are removed from the engine and vehicle after all
• Keep the funnel or nozzle of the hose in solid
work is done
contact with the metal of the fuel tank inlet. Solid
contact will prevent electrical sparks.
EGES175-1
EGES175-1
Group 12
EGES175-1
EGES175-1
1 ENGINE CONTROL SYSTEM OVERVIEW 7
Table of Contents
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
FUEL FLOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
INJECTION CONTROL PRESSURE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

Injection Control Pressure System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Injection Pressure Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
IPR Valve Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
HEUI INJECTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Split-Shot Injectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
ELECTRONIC CONTROL MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Reference Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Input Voltage Signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Microprocessor Input and Output. . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
ENGINE AND VEHICLE SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Thermistor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Variable Capacitance Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Hall Effect Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Magnetic Pickup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Switch Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
VEHICLE FEATURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
American Trucking Association Data Link Provisions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Engine Over Temperature Protection System (Coolant Temperature Compensation). . .27
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Engine Crank Inhibit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Electronic Accelerator Pedal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Change Oil Lamp (COL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Engine Speed Control for PTO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Road Speed Limiting/Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Body Equipment Manufacturer Provisions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Engine Warning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Engine Shutdown System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
EGES175-1
8 1 ENGINE CONTROL SYSTEM OVERVIEW
Idle Shutdown (Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Electronic Pressure Governor (EPG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Engine Fan (control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Electronically Controlled Radiator Shutters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
DIAGNOSTIC SOFTWARE OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

Diagnostic Trouble Code Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Diagnostic Trouble Code Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Continuous Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Diagnostic Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Key-On Engine Off Output State Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Key-On Engine Off Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Key-On Engine Running Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Key-On Engine Running Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Key-On Engine Running Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
EGES175-1
FUEL SYSTEM
Figure 1 Fuel System Components

1. Fuel/oil supply manifold 5. Priming hand pump 10. Fuel supply pump
2. Fuel line 6. Fuel strainer 11. High-pressure oil pump
3. Injection Control Pressure 7. Fuel filter 12. Fuel line
Sensor (ICP) 8. High-pressure line
4. Oil filter header mounting bolts 9. Engine wiring harness
The fuel system consists of three major subsystems: • Fuel supply lines
• Fuel Supply System • Fuel strainer
• Injection Control Pressure System • Fuel filter
• Fuel Injector • Priming pump (hand pump)
These subsystems work together to inject pressurized • Fuel supply pump
fuel into the combustion chambers. The fuel supply
• Fuel / Oil supply manifold
system delivers fuel to the injectors. The Injection
Control Pressure system (ICP) supplies the injectors • Fuel passages (within fuel supply manifold and
with high pressure oil and the electronic control cylinder head to feed injectors)
system controls the timing and duration of fuel
• Fuel pressure regulator
injection.
• Fuel return lines
All three systems converge into the Hydraulically
Actuated Electronically controlled Unit Injector
(HEUI).
The fuel supply system delivers fuel from the fuel
tank(s) to the injectors. The fuel system includes the
following:
• Fuel tanks
EGES175-1
FUEL FLOW
Figure 2 Fuel System Diagram
The fuel supply pump draws fuel from the fuel tanks the fuel manifold. After the pressure regulator, excess
to the fuel strainer. Fuel flows through the strainer fuel is returned to the tanks.
to the supply pump. The supply pump increases
In the injectors, the fuel pressure is increased to
fuel pressure to approximately 65 psi (448 kPa).
injection pressures of approximately 21, 000 psi (145
Pressurized fuel is pumped through the fuel filter
MPa).
to the fuel supply manifold for distribution through
passages in the head to the fuel injectors.
The fuel rail pressure is controlled to 65 psi (448 kPa)
by a Fuel Pressure Regulator mounted to the rear of
EGES175-1
INJECTION CONTROL PRESSURE

SYSTEM
Injection Control Pressure System Operation
The Injection Control Pressure system provides the
necessary energy to hydraulically actuate the HEUI
injectors. Engine lube oil is the hydraulic fluid used
for this purpose.
Lube oil is drawn from the oil pan through the
pickup tube by the engine oil lubrication pump. The
lubrication pump is a gerotor type pump driven by the
crankshaft. Filtered oil is fed through passages in the
front cover to the oil reservoir which is an integral part
of the front cover.
The reservoir provides a constant supply of oil to a Figure 3 Injection Control Pressure System
high pressure hydraulic pump mounted to the front Components
cover. The high pressure pump is a gear driven 1. Internal Oil Reservoir (cast into front cover)
swash plate type pump. High pressure oil is delivered 2. High Pressure Oil Pump Assembly
by the high pressure pump to the high pressure oil 3. Injection Pressure Regulator valve (IPR)
supply manifold and into oil passages machined into 4. High Pressure Oil Supply Rail
the cylinder head. 5. High Pressure Oil Supply Hose
When the injector solenoid is energized, high pressure 6. Injection Control Pressure Sensor (ICP)
lube oil is utilized to pressurize and atomize fuel into
the combustion chamber. After injection is complete
Injection Pressure Control
the solenoid is deactivated and the oil within the
injector is vented through the top portion of the
injector and allowed to drain back to the oil pan.
Injection control pressure is governed by the
Electronic Control Module (ECM) depending on
operating conditions and the driver’s demand for
power. The Injection Pressure Regulator (IPR) is
utilized by the ECM for this purpose.
The IPR is a pressure regulator valve which is
electrically controlled by the ECM to control the
pressure of the oil in the injection control pressure
system. The IPR valve is mounted on the high
pressure pump and achieves injection control
pressure regulation by dumping excess oil into
the front cover and back to the oil pan.
The injection control pressure sensor provides
pressure information in the form of an analog voltage
signal to the ECM. Injection control pressure ranges Figure 4 Injection Control Pressure
from 500 to 3000 psi (3.4 to 20 MPa), depending on
the engine family.
The Electronic Control Module (ECM) controls the
injection control pressure by operating the Injection
Pressure Regulator (IPR). Injection control pressure
is continuously monitored by the ECM using the
Injection Control Pressure sensor (ICP). The pressure
EGES175-1
signal from the ICP allows the ECM to know the actual The Injection Control Pressure Regulator valve is a
injection control pressure. This operation is known as pulse width (duty cycle %) controlled valve. The pulse
Closed Loop. (Figure 5) width is modulated between 8 and 60% to control
ICP pressure in the range of 500 to 3000 psi (3.4
Diagnostic codes can be set by the ECM if the ICP
to 20 MPa). The regulator is mounted in the high
electrical signal is out of range, or if the ICP signal
pressure oil pump and maintains desired injection
received corresponds to an out of range value for
control pressure by dumping excess oil through an
the injection control pressure at a given operating
(internal shuttle) spool valve into the front cover and
condition.
back to the oil pan.
If these conditions occur, the ECM will ignore the ICP
As the demand for injection control pressure
signal and control the IPR valve from programmed
increases, the ECM increases the pulse width (duty
default values. This is called Open Loop Operation.
cycle %) over the IPR solenoid. This action forces
the poppet against the drain orifice increasing the
pressure behind the spool valve.
As oil pressure increases behind the spool valve,
it moves forward and blocks the drain ports on the
sides of the IPR valve. Refer to IPR Higher Injection
Pressure. As demand for injection control pressure
decreases, the ECM decreases the (duty cycle %)
over the solenoid allowing oil to drain out of the drain
orifice. This action is accomplished by relieving the
pressure behind the spool valve which allows it to
partially open the relief port decreasing injection
control pressure. Refer to IPR Lower Injection
Pressure. .
The described operation allows the IPR to
Figure 5 Closed Loop Operation continuously adjust injection control pressure when
commanded by the ECM.
IPR Valve Operation
Figure 7 IPR Lower Injection Pressure
Figure 6 IPR Higher Injection Pressure
EGES175-1
HEUI INJECTOR OPERATION
Figure 8 HEUI Injector Stages of Operation
The injection operation is divided into three stages or Fill stage

cycles:
During the fill stage, the solenoid is deactivated and
1. Fill stage the poppet valve is closed preventing the flow of high
pressure oil to the intensifier piston. At this point the
2. Injection stage
intensifier piston is up allowing the fuel to enter and fill
3. End of injection the injector nozzle.
EGES175-1
Injection stage manifold. Once the pressure is high enough to lift the
needle valve, high pressure fuel is atomized into the
Once the Electronic Control Module (ECM)
combustion chamber.
commands injection, the solenoid is energized and
the injection stage is initiated. Such action rapidly lifts End of injection
the poppet valve from its seat, allowing high pressure
Once injection is completed, the ECM deactivates the
oil to enter the injector. At the intensifier piston, the
solenoid, the poppet valve and intensifier piston return
pressure is transmitted from the high pressure oil
to their closed position and the injector returns to the
to the fuel and multiplied 6 to 7 times creating fuel
fill stage.
injection pressures of up to 21,000 psi (145 MPa).
As the fuel pressure increases, check valves
prevent the fuel from flowing back to the supply
EGES175-1
Split-Shot Injectors
Figure 9 HEUI Injector Stages of Operation
Some International electronic engines are equipped The barrel and plunger were redesigned and a spill
with Split-Shot injectors. On these injectors, the port was incorporated. When injection is initiated, the
injection cycle is executed in two stages. Some first shot of fuel is pre-injected into the combustion
fuel is pre-injected into the combustion chamber chamber until the spill port of the plunger coincides
to initiate combustion, then primary injection takes with the slot on the barrel.
place. This feature reduces emission levels at light
At this time some fuel is allowed to return back to the
load operations. It also reduces light load engine
fuel supply port until the spill port slot is blocked again
noise.
by the plunger and the primary injection stroke takes
Both the electrical and the hydraulic portions of the place.
Split-Shot injector operate identically to the regular
HEUI injector, but the fuel distribution is different.
EGES175-1
ELECTRONIC CONTROL MODULE The Electronic Control Module (ECM) monitors

and controls engine operation to ensure maximum
Operation and Function
performance and adherence to emissions standards.
The ECM also monitors and regulates the vehicle
cruise control, transmission, and starter engagement.
The ECM controls the following:
1. Reference voltage
2. Input voltage signals
3. Microprocessor input and output
4. Actuators
Figure 10 Electronic Control module
EGES175-1
Reference Voltage The Electronic Control Module (ECM) sends a 5 volt

reference signal to the sensors in the control system.
The ECM determines pressure, speed, position,
and other variables important to engine and vehicle
functions by comparing the regulated 5 volts sent to
the sensors with signals sent back to the ECM.
The ECM sends the voltage reference signals to three
separate circuits.
• VREF B for cab sensors
• VREF C for body builder sensors
• VREF D for engine sensors
Individual VREF circuits separate the electrical circuits
to prevent a total VREF circuit failure. A current limiting
resistor protects the ECM microprocessor from an
external short to ground of a VREF circuit.
Figure 11 Reference Voltage
EGES175-1
Input Voltage Signals to determine the correct operating strategy for all
engine operations.
Diagnostic codes are generated by the
microprocessor if inputs or conditions do not comply
with expected values. Continuous calculations in
the ECM occur at two different levels or speeds:
Foreground and Background.
Foreground calculations are much faster than
background calculations and are normally more
critical for engine operation. Engine speed control is
an example.
Background calculations are normally variables that
change at a slower rates. Engine temperature is an
example.
Figure 12 Input Voltage Signals
Diagnostic strategies are also programmed into the
ECM. Some strategies monitor inputs continuously
An input conditioner in the ECM and command the necessary outputs to achieve the
correct performance of the engine. These strategies
• converts analog signals to digital signals, instruct the ECM to continuously perform other
• squares up sine wave signals, or diagnostic tests.
• amplifies low intensity signals. Microprocessor Memory
The ECM microprocessor includes Random Access
Memory (RAM) and Read Only Memory (ROM). ROM
Microprocessor Input and Output
Read Only Memory stores permanent information
for calibration tables and operating strategies.
Permanently stored Information cannot be changed
or lost by turning the engine OFF or when ECM
power is interrupted. ROM information includes the
following:
• Vehicle configuration, modes of operation, and
options
• Engine Family Ratings Codes (EFRC)
• Engine warning and protection modes
RAM
Random Access Memory stores temporary
information for current conditions. Temporary
information in RAM is lost when the key is turned
Figure 13 Microprocessor Input and Output
OFF or when ECM power is interrupted. RAM
information includes the following:
The ECM internal microprocessor stores operating • Engine temperature
instructions (control strategies) and value tables
• Engine rpm
(calibration parameters). The ECM compares stored
instructions and values with conditioned input values • Accelerator pedal position
EGES175-1
Actuators Electronic Distribution for Fuel Injectors
Figure 14 Actuators
The ECM controls actuators for the following:

• Injection Pressure Regulator (IPR)
• Fuel Injectors
The ECM sends a low level signal to an output driver. Figure 15 Electronic Distributor for Fuel
When the output driver is switched on the ground Injectors
circuit is completed. Actuators can be controlled with
a duty cycle (% time on/off), a controlled pulse width,
or switched on or off. The ECM monitors engine speed and cylinder
positions by constantly monitoring the camshaft
position signal. When the narrow vane of the timing
EGES175-1
sensor disc passes in front of the Camshaft Position The positions of pistons 2 through 6 are based on the
sensor, the position of piston 1 is sent to the ECM. position of piston 1.
EGES175-1
Ground Source for Fuel Injectors Power Source and Output Drivers for Fuel
Injectors
Figure 17 Power Source and Output Drivers for

Fuel Injectors
Figure 16 Ground Source for Fuel Injectors By using output driver transistors, the ECM supplies
115+ volts DC to each injector following the firing order
(1–5–3–6–2–4). The ECM has an output driver for
The ECM provides a constant ground path to all fuel each fuel injector. The ECM processor controls:
injectors.
• The correct firing sequence
• Injector timing
EGES175-1
• Injection duration. internal coil, based on the same principle as the

automotive ignition coil.
The 115+ volt DC supply is created by the ECM by
making and breaking a 12 volt source across an
EGES175-1
ENGINE AND VEHICLE SENSORS • Variable capacitance sensor

• Hall effect sensor
Sensor Operation
• Magnetic pick up sensor
Engine and vehicle sensors send input signals to the
Electronic Control Module (ECM) by: • Switch sensor
• Changing reference voltage to produce an analog
or digital signal
Thermistor
• Generating analog or digital signal voltage
A thermistor sensor is a semiconductor, a resistive
• Switching an analog 12 volt signal circuit component that changes electrical resistance
with temperature.
Input Signals
Resistance decreases as temperature increases, and
increases as temperature decreases. The thermistor,
with a current limiting resistor in the ECM forms a
voltage divider network. The thermistor and limiting
resistor provide a voltage signal that indicates a
particular temperature value.
The top half of the voltage divider is the current
limiting resistor. A thermistor sensor has two electrical
connections: signal return and ground. The output of
a thermistor sensor is a nonlinear analog signal.
Thermistor Examples:
Engine Oil Temperature sensor (EOT)
Engine Coolant Temperature sensor (ECT)
Intake Air Temperature sensor (IAT)
Figure 18 Input Signals
Reference voltage sensors receive a constant 5V

signal from the ECM. A voltage regulator supplies
the reference voltage (VREF) to the sensors. VREF
is changed by the sensor and the resultant signal
is relayed back to the ECM. The ECM compares
the reference voltage to the returned signal, and
determines the signal value by matching the signal
value with programmed tables in the ECM.
Sensors Types
The following sensor types are used with DT 466E and
INTERNATIONAL® 530E engines:
• Thermistor sensor
• Potentiometer sensor Figure 19 Engine Coolant Temperature Sensor
EGES175-1
Potentiometer voltage back to the ECM. The ECM compares the

signal voltage with programmed values to determine
the pressure.
Figure 20 Potentiometer
Figure 21 Engine Oil Pressure Sensor
A potentiometer is a variable voltage divider used to
sense the position of a mechanical component.
Hall Effect Sensor
Example:
Accelerator Position Sensor (APS)
A reference voltage is applied to one end of the
potentiometer. A mechanical wiper moves along
resistive material, changing voltage at each point
along the resistive material. The voltage change is
proportional to the distance the wiper moves.
Variable Capacitance Sensor

A variable capacitance sensor measures pressure.
Pressure forces a ceramic material closer to a thin
metal disc, changing the capacitance of the sensor.
Figure 22 Camshaft Position Sensor
The operational range of the sensor is linked to the
thickness of the ceramic disk. The thicker the ceramic
disk the more pressure the sensor can measure.
The Hall Effect sensor generates voltage signals.
Examples:
Example:
Engine Oil Pressure sensor (EOP)
Camshaft Position Sensor (CMP)
Injection Control Pressure sensor (ICP)
A CMP sensor contains a permanent magnet,
Manifold Absolute Pressure sensor (MAP) transducer, signal conditioner, and a switching
transistor. The shape and frequency of voltage
Variable Capacitance sensors are connected to the
signals result from disturbances in the magnetic field
ECM by three wires: reference voltage, signal return
of the sensor. The permanent magnet generates a
and signal ground.
magnetic field around the transducer. As the timing
A variable capacitance sensor receives reference disk (vanes and windows) rotates, the magnetic field
voltage from the ECM and returns an analog signal is disturbed and the transducer generates a signal to
EGES175-1
be filtered and conditioned by a signal conditioner in of gear teeth that disturb the magnetic field created
the CMP. by the magnet. Refer to Vehicle Speed Sensor
(Magnetic Pickup)(Figure 23).
Once conditioned, the signal is sent to the base of the
switching transistor, causing the transistor to switch on Example:
and ground the 5 volt line from the ECM. At this time,
Vehicle Speed Sensor (VSS)
the ECM will not receive the 5 volt reference signal.
Each time a vane passes the signal is grounded by
the transducer. Without a signal the transistor shuts
off and the ECM receives a 5 volt reference signal.
This allows the ECM to determine engine speed,
injector timing, injection pulse width, and desired
Injection Control Pressure. The shorter duration of
the signal caused by the small vane on the trigger
wheel allows the ECM to determine the position of
the crankshaft.
The CMP sensor is connected to the ECM by three
wires: a 5 volt signal, a 5 volt VREF, and a signal ground.
EG2606A
Figure 23 Vehicle Speed Sensor
Magnetic Pickup 1. Magnetic pickup sensor

2. Transmission case
A magnetic pickup sensor generates an alternating 3. 16 Tooth speedometer gear
frequency that indicates speed. Magnetic pickup 4. Permanent magnetic field
sensors normally have two wire connections for 5. Output signal
signal and ground. The magnetic pickup sensor has
a permanent magnetic core surrounded by a wire
coil. The signal frequency is generated by the rotation
EGES175-1
Switch Sensors Switch sensors indicate positions and operate either

open or closed to allow or prevent current flow. A
switch sensor can be a voltage input switch or a
grounding switch.
Examples:
Idle Validation Switch (IVS)
Brake Normally Open (BNO)
Coolant Level Switch (CLS)
Driveline Disengagement Switch (DDS)
Switch sensors are connected to the ECM by one wire:
either a voltage source or ground. These sensors are
considered to be a low speed digital input.
When closed, a voltage input switch sends the ECM
voltage. A grounding switch will ground the circuit,
causing a zero voltage signal at the ECM. Grounding
switches, with a current limiting resistor, are usually
installed in series.
Figure 24 Driveline Disengagement Switch
EGES175-1
VEHICLE FEATURES The tachometer signal is generated by the ECM

by computing the Camshaft Position Sensor (CMP)
Standard Features
signal. The signal is transmitted to the instrument
Electronic Governor Control dash cluster and the Electronic Service Tool (EST) by
the ATA data Link.
DT 466E and INTERNATIONAL® 530E engines are
electronically controlled for all operating ranges.
Engine Over Temperature Protection System
American Trucking Association Data Link (Coolant Temperature Compensation)
Provisions Coolant Temperature Compensation reduces fuel
Vehicles are equipped with the American delivery if engine coolant temperature is above
Trucking Association (ATA) data link connector the cooling system specifications. Fueling is
for communication between the ECM and the reduced proportionally to the design limit exceeded.
Electronic Service Tool (EST). Fuel reduction is calibrated to a maximum of
40% before standard engine warning or optional
The ATA data link provides data for the following: warning/shutdown is engaged. If warning, shutdown,
• Transmission of engine parameter data or Coolant Temperature Compensation (CTC) occurs,
a Diagnostic Trouble Code is stored in the ECM
• Diagnostics and troubleshooting memory.
• Customer programming NOTE: Coolant Temperature Compensation may be
• Production line programming of vehicle features omitted on emergency vehicles that require 100%
power on demand.
• Field programming
Event Logging System
The event logging system records engine operation
Service Diagnostics above maximum rpm (overspeed), high coolant
The Electronic Service Tool (EST) provides diagnostic temperature, low coolant level, or low oil pressure.
information using the ATA data link. This information and readings for the odometer /
hourmeter are stored in the ECM memory and may
Diagnostics Trouble Codes (DTCs) be accessed using the EST.
Diagnostic Trouble Codes for sensors, actuators,

electronic components, and engine systems are Engine Crank Inhibit
detected and stored in the ECM. The ECM transmits
Diagnostic Trouble Codes to the EST to indicate Engine Crank Inhibit will not allow the starting motor
correct diagnostic action. The ECM also provides to crank if the engine is running or the automatic
service diagnostic information, via flash codes emitted transmission is in gear.
by the engine warning lamp located on the dash of
the vehicle.
Electronic Accelerator Pedal
The Electronic Accelerator Pedal eliminates
Electronic Speedometer and Tachometer
the mechanical linkage used with conventional
The engine control system calibrates vehicle speed accelerator pedals. An accelerator position sensor,
to 157,157 pulses/mile. The new speed calibration part of the accelerator pedal assembly, provides the
information must be programmed with an Electronic ECM with an analog voltage signal representing the
Service Tool. driver’s demand for power.
EGES175-1
1. Turn the ignition key on.

2. Depress and release the Engine Diagnostics
switch twice.
3. Depress and hold the Engine Diagnostics switch
for three seconds.
4. Release the Engine Diagnostics switch.
NOTE: The procedure must be done within 10
seconds.
Optional Features
Cruise Control
Cruise Control regulates vehicle speed using
automotive style On/Off, Set/Coast Resume/Accel
switches. Speed control is disabled when the service
brakes are applied, the clutch pedal is depressed, or
an automatic transmission is placed in neutral. The
accelerator pedal can be used to increase speed from
the selected cruise speed.
Figure 25 Electronic Accelerator Pedal System
Cold Ambient Protection (CAP)

The Cold Ambient Protection system safeguards the
engine from damage caused by prolonged periods of
idle at no load during cold weather conditions. CAP
will also improve cab warm up.
CAP maintains engine coolant temperature by
increasing the engine rpm to a programmed value
when the Ambient Air Temperature is below 32°F
(0°C), the Engine Coolant Temperature is below
149°F (65°C), and the engine has been idling with no
load for more than 5 minutes.
EG1209
CAP is standard on all trucks without an Idle Shutdown Figure 26 Cruise Control Switches
Timer, with a clutch switch (manual transmission), or
a neutral safety switch (automatic transmission).
Engine Speed Control for PTO
DT 466E and INTERNATIONAL® 530E engines are
Change Oil Lamp (COL)
compatible with both stationary and mobile PTO
The change oil lamp interval can be programmed with applications. Remote and in-cab throttle controls are
the Electronic Service Tool (EST) for milage, hours, or available. Also, throttle control can be used as an
gallons of fuel used. electronic hand throttle during warm up procedures
or idle operation during cold weather.
The change oil lamp timer can be reset with the Engine
Diagnostics switch. Set the COL timer as follows:
EGES175-1
Engine Shutdown System

The engine warning system is included with the
engine shutdown system. The engine shutdown
system shuts down the engine after 30 seconds of
operation past critical threshold values for coolant
temperature or oil pressure, or both.
EG1280A
Figure 27 Engine Speed Control
Road Speed Limiting/Governor

The Road Speed Limiting/Governor limits speed
to maximum vehicle speed programmed by the
customer. Figure 28 Engine Warning System
Body Equipment Manufacturer Provisions

Additional circuits and connector junction blocks are
provided in the engine compartment on the left side of
the cowl. These circuits include provisions for:
• Remote engine speed control
• Remote PTO (engine speed) control commands
• Additional power and control circuits for after
market added equipment
The standard electrical system provides a breakout
connector to access the speed control circuits.
Engine Warning System

The Engine Warning System illuminates the red
Oil/Water lamp and actuates a buzzer for
• High coolant temperature
• Low coolant level
EG1281A
• Low oil pressure Figure 29 Engine Protection System
Refer to Engine Warning System (Figure 28).
EGES175-1
Idle Shutdown (Optional) and Electronic Pressure Governor gain adjustments

are among the available variables.
Idle Shutdown provides automatic engine shutdown
after idle time exceeds 2 to 120 minutes. The owner or
operator can program extended idle time for maximum
Engine Fan (control)
or minimum intake air temperatures. If Idle shutdown
is triggered, the ECM will flash the Oil / Water light, Engine Fan control allows the ECM to regulate
sound the buzzer for 30 seconds, and set a DTC engagement and disengagement of the engine fan
code before engine shutdown. When Idle Shutdown depending on Engine Coolant Temperature (ECT)
is selected, Cold Ambient Protection is automatically or air conditioning demand. The ECM can also be
disabled. programmed to use engine fan control to retard
engine speed.
Electronic Pressure Governor (EPG)

Electronically Controlled Radiator Shutters
The Electronic Pressure Governor can be used on
special trucks equipped with hydraulic pumps when Radiator shutters are controlled by the ECM to
output pressure is controlled by adjusting engine maintain correct engine coolant temperature during
rpm (i.e. fire trucks). Body builder connections are cold weather. Shutters improve the performance
provided and the ECM can be programmed for this of the engine and improve the operation of the cab
purpose on request. This feature can be programmed heater and the windshield defroster. Fuel mileage
to fit the needs of the operator. Engine rpm, ramp rate, can also be increased.
EGES175-1
DIAGNOSTIC SOFTWARE
OPERATION
Diagnostic Trouble Code Detection
Figure 30 Diagnostic Trouble Code detection
EGES175-1
Diagnostic Trouble Code Procedures

Using the Electronic Service Tool to check and
clear Diagnostic Trouble Codes (DTCs)
Figure 31 Menu Bar
1. Select Code from the menu bar, then view for the
Diagnostic Trouble Code Window.
Figure 32 Diagnostic Trouble Code Window
If the Electronic Control Module (ECM) detects

Diagnostic Trouble Codes (DTCs), they will be
automatically displayed in the Diagnostic Trouble
Code Window.
Active and Inactive DTCs
• Active DTCS are detected during the current
Key-On cycle.
• Inactive DTCs were detected during earlier
Key-On cycles.
Figure 33 Drop-down menu bar
2. To clear codes, open DTC window, select Code,

and Clear from the drop-down menu bar.
EGES175-1
Using the Engine Diagnostics switch to check NOTE: All Diagnostic Trouble Codes are three
Diagnostic Trouble Codes (DTCs digits. Code 111 indicates that no Diagnostic
Trouble Codes have been detected. See form
EGED-185–2 (Electronic Control System Diagnostics)
for a complete listing of Diagnostic Trouble Codes.
4. Count the flashes in sequence. After each digit of
the code a short pause will occur.
• Three flashes and a pause indicate number 3
• Two flashes, a pause, three flashes, a pause,
and two flashes and a pause indicate code 232.
5. For more than one Diagnostic Trouble Code, the
OIL/WATER light will flash once indicating the
beginning of another active Diagnostic Trouble
Code.
Figure 34 Engine Diagnostics switch 6. After all active Diagnostic Trouble Codes have
flashed, the OIL/WATER light will flash twice to
indicate the start of inactive Diagnostic Trouble
1. Set parking brake. Codes. Count the flashes from the WARN
ENGINE light. If there is more than one inactive
2. Depress the Engine Diagnostics switch. code, the OIL/WATER light will flash once in
3. Turn the ignition switch ON. Do not start the between each Diagnostic Trouble Code.
engine. The ECM will begin the Output Circuit 7. After all Diagnostic Trouble Codes have been
Check (self test). If DTCs are detected, the ECM sent, the OIL/WATER light will flash three times
will flash the WARN ENGINE light. indicating end of message.
When the self test is over, the ECM will flash the red 8. To repeat Diagnostic Trouble Code transmission,
OIL/WATER light and amber WARN ENGINE light to depress the Engine Diagnostic Switch. The ECM
signal the Diagnostic Trouble Codes will resend stored Diagnostic Trouble Codes.
EGES175-1
Continuous Monitoring Diagnostic Trouble Codes. When Diagnostic Trouble

Codes are detected, the ECM often executes a DTC
The Electronic Control Module (ECM) continuously
management strategy to allow continued, though
monitors and detects Out of Range, Rationality, and
sometimes degraded, vehicle operation.
System Faults.
The ECM sets Diagnostic Trouble Codes associated
Diagnostic Trouble Codes
with the injection control system, on a continuous
Each Diagnostic Trouble Code has three numbers basis when detected. This is an improvement from
that identify the source of a malfunction measured previous versions that required specific diagnostic
or monitored electronically. Most Diagnostic Trouble tests to access fault codes.
Codes indicate the source and the Failure Mode. The
Failure Mode identifies one of the following signal Engine Events
readings:
With the engine running, Engine Events are
• Out of Range High (Voltage over normal permanently recorded in the ECM; Engine Events can
operating range) be retrieved with the Electronic Service Tool (EST).
Standard Engine Events include excessive coolant
• Out of Range Low (Voltage under normal
temperature and engine rpm (overspeed).
operating range)
• In Range (within normal operating range but not Engine Event Hours
rational)
With the engine running, Event Engine Hours are
When the ignition key is ON, the ECM will record and monitored and recorded in the ECM. Event Engine
set a Diagnostic Trouble Code if an input signal is Out Hours include data resulting from overheating (coolant
of Range High or Out of Range Low during normal temperature), low coolant level, low oil pressure, and
operation. The ECM also monitors the operation of operation beyond maximum rpm. This information
systems and determines if systems are In Range. If a and odometer / hourmeter readings are stored in the
system falls outside a predetermined range, the ECM ECM memory.
will record and set a Diagnostic Trouble Code.
During normal engine operation, the ECM
automatically performs several tests to detect
EGES175-1
Diagnostic Tests Check (self test). If DTCs are detected, the ECM
will flash the WARN ENGINE light.
Key-On Engine Off Standard Test
Key-On Engine Off Output State Test

The Key-On Engine Off Output State Test checks the
operation of the ECM controlled actuators.
The Key-On Engine Off Output State Test has two
operation modes:
1. Key-On Engine Off Output State Low Test
Figure 35 Key-On Engine Off Standard Test
Select Key-On Engine Off Standard Test from the EST

drop-down menu.
The ECM completes the following:
1. Internal processing and memory test
2. Output Circuit Check (OCC) Figure 36 Key-On Engine Off Output State Low
Test
The OCC looks for short circuits, open circuits
in the ECM, harnesses, and the IPR actuator by
operating the ECM output circuits and measuring Select Key-On Engine Off Output State Low Test from
each circuit response. The OCC does not the EST Diagnostics Drop-Down Menu.
evaluate mechanical or hydraulic systems. In this mode the ECM will pull down the output voltage
3. Logs Diagnostic Trouble Codes in memory if a to their low state. The low state test will actuate the
circuit fails a test. output components controlled by the ECM grounding
the circuits. Outputs are Low will be displayed on the
The following circuits are checked by the ECM during screen.
the Key-On Engine Off Standard Test:
2. Key-On Engine Off Output State High Test
• Engine Crank Inhibit relay (ECI)
• Engine Fan (EFN)
• Vehicle Retarder Relay (VRE)
When the test is done the DTC window will display all
Diagnostic Trouble Codes.
Key-On Engine Off Test (using Engine

Diagnostics switch)
1. Set parking brake. Figure 37 Key-On Engine Off Output State High
2. Depress the Engine Diagnostics switch. Test
3. Turn the ignition switch ON, but do not start the

engine. The ECM will begin the Output Circuit Select Key-On Engine Off Output State High Test from
the EST Diagnostics Drop-Down Menu.
EGES175-1
In this mode the ECM will pull up the output voltage The following actuators and signals are toggled during
to their high state. The high state test will actuate the the Key-On Engine Off Output State Test:
output components controlled by the ECM energizing
• Engine Crank Inhibit (ECI)
the circuits.
NOTE: During both test modes, output circuits can
be monitored with a Digital Volt Meter (DMM). The • Engine Fan (EFN)
DMM measures high or low voltages when outputs
• Vehicle Retarder Relay (VRE)
are toggled. The actual voltage will vary in the circuit
tested. The EST will not display voltage or circuit
problems. A breakout tee or breakout box and a
DMM are required to monitor circuits and actuators.
Diagnostic Trouble Codes will not be set by the ECM.
EGES175-1
Key-On Engine Off Continuous Monitor Test Test Procedure

The Key-On Engine Off Continuous Monitor Test
troubleshoots intermittent connections at sensors and
actuators.
The Electronic Service Tool is used for this test to
monitor the following circuits:
• Accelerator Position Sensor (APS)
• Intake Air Temperature sensor (IAT)
• Camshaft Position Sensor (CMP)
• Engine Coolant Temperature (ECT) Figure 38 Key-On Engine Off Continuous
Monitor Test
• Data Communication Link (DCL)
• Engine Oil Pressure (EOP)
1. Select the Key-On Engine Off Continuous Monitor
• Injection Control Pressure (ICP)
Test from the Diagnostic Drop-Down Menu.
• Manifold Absolute Pressure (MAP)
2. To check for intermittent connections at sensors
• Remote Accelerator Position Sensor (RPS) and actuators, move wires and connectors back
and forth. Momentary interruptions in circuit
• Engine Oil Temperature (EOT)
continuity will be detected by the ECM, the EST
• Barometric Absolute Pressure sensor (BAP) will beep, and Diagnostic Trouble Codes will be
displayed on the DTC window.
During this test, the following voltages are displayed
in the International Text View Window of Master
Diagnostics:
• APS signal volts
• BAP signal volts
• EBP signal volts
• ECM signal volts
• ECT signal volts
• EOT signal volts
• EPG signal volts
• IAT signal volts
• ICP signal volts
• MAP signal volts
• RPS signal volts
EGES175-1
Key-On Engine Running Standard Test Test Procedure

The ECM evaluates the hydraulic performance of the
injection control pressure system. The ECM monitors
the signal values for the Injection Control Pressure
(ICP) sensor and compares them with the expected
values. When the Key-On Engine Running Standard
Test is over, the ECM returns the engine to normal
operation and sends Diagnostic Trouble Codes to the
EST.
NOTE: Before doing this test:
• Make sure engine coolant temperature is above
Figure 39 Key-On Engine Running Standard
170° degrees.
Test
• Make sure battery voltage is 12.5 volts or higher.
• Make sure the signal for the Vehicle Speed
1. Select Key-On Engine Running Standard Test
Sensor (VSS) is not on.
from the Diagnostics Drop-Down Menu.
• Check for active Diagnostic Trouble Codes. If
2. The ECM increases engine idle speed to a set
active DTCs are displayed, correct the causes
value.
and clear all DTCs.
The ECM signals the IPR valve to set the injection
control pressure to rated speed pressure.
If IPR performance is acceptable, the ECM
will command the IPR valve to reduce the
pressure in steps, while continuing to monitor
the performance of the injection control pressure
system.
EGES175-1
Key-On Engine Running Injector Test 1. Select Key-On Engine Running Injector Test from
the Diagnostics Drop-Down Menu.
NOTE: The Key-On Engine Running Standard Test
must be done before starting the Key-On Engine 2. When this test begins engine rpm increases in
Running Injector Test. increments of 850 rpm.
The Key-On Engine Running Injector Test (Cylinder 3. The ECM will increase the normal amount of fuel
Contribution Test) detects injection and combustion delivery (overfuel) to the injector of the cylinder
problems. This test analyzes the individual being tested.
contribution of each fuel injector and problems that
4. The ECM monitors the reduction of fuel required
can affect overall performance of the power cylinders
to operate the other 5 injectors to maintain a
(i.e. valves, push rods, pistons, rings, etc.).
constant speed.
During this test, the ECM controls fuel delivery and
5. Then the ECM limits the fuel delivery (underfuel)
determines the power contribution for each cylinder.
to the same injector and monitors the increase
If a cylinder is not performing satisfactorily, a DTC will
in fuel delivery to other 5 injectors. The ECM
be set in severe cases; but if a misfire occurs the DTC
compares the fuel delivery during overfuel to fuel
will not be set.
delivery change (underfuel). If the difference
Performance Diagnostics Procedure or change is not what the ECM expects, the
ECM will set a code (in severe cases) for the
This procedure done in numerical order, beginning
non-contributing cylinder.
with cylinder 1 and ending with cylinder 6.
NOTE: On engines with more than one severely
scuffed injector, rpm fluctuation can stop the
cylinder contribution test.
Figure 40 Key-On Engine Running Injector Test
EGES175-1
Key-On Engine Running Continuous Monitor Test • EOT Signal Volts

The Key-On Engine Running Continuous Monitor Test • EPG Signal Volts
troubleshoots intermittent connections at sensors and
• IAT Signal Volts
actuators. The ECM will set a DTC immediately if an
out of range condition is present. • ICP Signal Volts
The Electronic Service Tool can be used to monitor • MAP Signal Volts
the following circuits:
• RPS Signal Volts
• Accelerator Position Sensor (APS)
TEST PROCEDURE
• Intake Air Temperature Sensor (IAT)
• Camshaft Position Sensor (CMP)
• Data Communication Link (DCL)
• Engine Coolant Temperature (ECT)
• Engine Oil Pressure (EOP)
• Injection Control Pressure (ICP)
• Manifold Absolute Pressure (MAP)
• Remote Accelerator Position Sensor (RPS)
Figure 41 Key-On Engine RunningContinuous
• Engine Oil Temperature (EOT) Monitor Test
• Barometric Absolute Pressure Sensor (BAP)
During this test, the following voltages are displayed 1. Select the Key-On Engine Running Continuous
in the International Text View Window of Master Monitor Test from the Diagnostic drop-down
Diagnostics: menu.
• APS Signal Volts 2. To check for intermittent connections at sensors
• BAP Signal Volts and actuators, move wires and connectors back
and forth. Momentary interruptions in circuit
• EBP Signal Volts continuity will be detected by the ECM, the EST
• ECM Signal Volts will beep, and Diagnostic Trouble Codes will be
displayed on the EST diagnostic screen.
• ECT Signal Volts
• EOP Signal Volts
EGES175-1
2 MECHANICAL DIAGNOSTICS 41
Table of Contents
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Vehicle Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
HARD START / NO START DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

Fuel Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Engine Systems Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Air Induction System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Air Induction System Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Engine Oil Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Possible Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Intake / Exhaust Restriction Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
EST Diagnostic Trouble Codes (DTCs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
EST Key On Engine OFF Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
EST Key On Engine OFF Injector Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
STI Button — Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Reading Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
EST Data List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
EGES175-1
42 2 MECHANICAL DIAGNOSTICS
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Supplemental Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
ECM Voltage Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Measuring ECM Voltage Using IPR BreakoutTee. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Voltage Measurement at ECM with Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Engine Cranking Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Measuring Cranking rpm with CMP Breakout Tee. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Measuring Cranking rpm with Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Injection Control Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Measuring Injection Control Pressure Using a Breakout Tee. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Measuring Injection Control Pressure Using a Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Low ICP Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
ICP Leakage Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Fuel Pump Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
PERFORMANCE DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76

Engine Oil Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Fuel Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Fuel Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
EGES175-1
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Transfer Pump Restriction Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
EST Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
EST Engine OFF Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
EST Engine OFF Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
STI Button — Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Reading Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Intake Restriction Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Inspect Air Intake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Dual Element Cleaner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Procedure to Measure Intake Air Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
EST Engine Running Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
EST Engine Running Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Fuel Pressure Test (Full Load). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
EGES175-1
ICP Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93

Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Alternate Method for Measuring ICP using (Breakout Tee). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Boost Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Alternate Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Crankcase Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Wastegate Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Exhaust Restriction Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Valve Clearance Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Purpose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Test Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Possible Causes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Tools Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
PERFORMANCE SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

1997 Model Year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
International® DT 466E/175 hp @ 2300 rpm (430 ft·lbf torque @ 1500 rpm)(Table 1). . .105
International® DT 466E/190 hp @ 2300 rpm (485 ft·lbf torque @ 1500 rpm)(Table 2). . .107
International® DT 466E/210 hp @ 2300 rpm (520 ft·lbf torque @ 1450 rpm). . . . . . . . . . . . .109
International® DT 466E/230 hp @ 2300 rpm (605 ft·lbf torque @ 1500 rpm). . . . . . . . . . . . . .111
International DT 466E HT/195 hp @ 2300 rpm (520 ft·lbf torque @ 1450 rpm). . . . . . . . . . .113
International® 530E/250 hp @ 2000 rpm (800 ft·lbf torque @ 1300 rpm). . . . . . . . . . . . . . . . . .121
International® 530E/300 hp @ 2000 rpm (1050 ft·lbf torque @ 1300 rpm). . . . . . . . . . . . . . . .133
EGES175-1
1998 Model Year. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

International DT 466E/175 hp @ 2300 rpm (430 ft·lbf torque @ 1500 rpm). . . . . . . . . . . . . . .137
1999 Model Year. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
International DT 466E/175 hp @ 2300 rpm (430 ft·lbs torque @ 1500 rpm). . . . . . . . . . . . . . .201
International DT 466E HT/195 hp @ 2300 rpm (520 ft·lbs torque @ 1450 rpm). . . . . . . . . . .209
International® 530E/250 hp @ 2000 rpm (800 ft·lbs torque @ 1300 rpm). . . . . . . . . . . . . . . . .217
International® 530E/300 hp @ 2000 rpm (1050 ft·lbs torque @ 1300 rpm). . . . . . . . . . . . . . . .229
International® 530E HT/320 hp @ 2000 rpm (950 ft·lbs torque @ 1300 rpm). . . . . . . . . . . . .231
2000 Model Year. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233
EGES175-1
International DT466E HT/250 hp @ 2300 rpm (800 ft·lbf torque @ 1400 rpm). . . . . . . . . . . .249
International® 530E HT/300 hp @ 2000 rpm (1050 ft·lbf torque @ 1200 rpm). . . . . . . . . . . .265
International® 530E HT/330 hp @ 2000 rpm (1150 ft·lbf torque @ 1300 rpm). . . . . . . . . . . .267
EGES175-1
Introduction
Forms
Engine diagnostic forms provide customer satisfaction
and assist technicians in troubleshooting DT 466
and International® 530 diesel engines. Diagnostic
test procedures help technicians find problems
systematically and quickly to avoid unnecessary
repairs.
Two forms are used for engine diagnostics:
Mechanical Diagnostic Form EGED–180–2 and
Electronic Control System Diagnostic Form
EGED–185–2.
Mechanical Diagnostic Form EGED–180–2
Figure 42 Mechanical Diagnostic Form EGED–180–2 (front side)
EGES175-1
Form EGED-180–2 helps the technician diagnose

and correct engine starting problems and engine
performance.
• The front left side of the form (Hard Start / No
Start Diagnostics) has fourteen procedures for
correcting engine starting problems.
• The front right side of the form (Performance
Diagnostics) has seventeen procedures for
correcting engine performance.
NOTE: Do all procedures in sequence. For correct
operation, some components depend on the function
of other components. Doing a test out of sequence
could cause incorrect results.
All procedures on form EGED-180–2 are explained in
detail in this section of the manual.
• The rear side of the form has reference figures
to show check points, test points, and equipment
hookup described in diagnostic procedures on the
front side of the form.
Figure 43 Mechanical Diagnostic Form EGED–180–2 (Rear side)
EGES175-1
Electronic Control System Diagnostic Form engine schematic, and a vehicle schematic. Form
EGED–185–2 EGED–185–2 is shown and described in Section 3.
Form EGED–185–2 includes a complete listing of
Diagnostic Trouble Codes (DTCs), signal values, an
EGES175-1
Vehicle Information
Figure 44 Heading for Vehicle Information
NOTE: Before starting the diagnostic tests, fill out the • The Engine Family Rating Code (EFRC) is found
heading for vehicle information on the front side of with the Electronic Service Tool (EST).
form EGED–180–2.
• The Technician and Unit numbers are for
• Date, Miles, and Hours are for warranty claims. reference only.
• Engine Serial Number (ESN) and Vehicle Diagnostic forms EGED–180–2 and EGED–185–2
Identification Number (VIN) are for ordering parts are available in 50 sheet pads from:
and referencing service information. The engine International® Truck and Engine Corporation
serial number is on a machined pad behind the Printing, Procurement and Distribution
fuel filter on left side of engine block. The Vehicle 61 Clark Road North
Identification Number is on the door jamb on the Battle Creek, MI 49015
driver’s side. 269-968-4856
• Engine Horsepower / Emissions Information
and Engine Family Rating Code (EFRC) helps
determine if the engine is the correct horsepower
for the application and if the ECM is calibrated
to the correct horsepower and emissions
level. Information for engine horsepower and
emissions is on the emission label on the intake
manifold/valve cover.
EGES175-1
EGES175-1
HARD START / NO START a. Drain some fuel from the fuel filter and
DIAGNOSTICS check fuel color. If fuel sample is dark,
compare the sample to the correct grade of
Fuel Check uncontaminated fuel.
b. If the comparison is inconclusive, remove the
fuel filter. Use a filter cutter to cut and expose
the filter element. If the element is black,
oil may have entered the fuel system past
injector O-rings.
NOTE: If fuel quality is good, but the engine will not
start, depress priming valve plunger. If the plunger
has no resistance, the fuel system is out of fuel. Do
Fuel Pump Pressure Test (Test 14) to check fuel
pressure.
Possible Causes
Purpose • No fuel in tank.
To determine if the engine has clean fuel for efficient • The in-line fuel valve (if equipped) could be shut
engine operation. off.
• Fuel supply line could be broken or crimped.
Test Procedure • The tank pickup tube could be clogged or cracked.

• Supplemental filters or water separators may be
WARNING: Read all safety instructions in plugged or leaking allowing air to enter the fuel
this manual before doing this procedure. system.
1. Take fuel sample from fuel tank. Fuel must be the • Water or contaminants in fuel tank.
correct grade, clean, and undiluted.
• Ice in fuel lines.
2. Check for air in fuel. If air is suspected, check
• Fuel grade may not be suitable for cold
for air leaks in the supply line to the fuel transfer
temperatures.
pump. Install a piece of clear plastic between the
filter and the transfer pump inlet. Crank the engine • Fuel could be waxed or jelled (usually Grade 2-D).
and check for air bubbles.
NOTE: Cold weather can cause fuel waxing in
Tools Required
some grades of diesel fuel. Waxing will restrict
or stop fuel flow through the fuel filter. • Clear container (approximately 1 Quart or 1 Liter)
3. Check for gasoline or kerosene in the diesel fuel.
4. If engine oil is in the fuel, injector O-ring leaks and
lower injection control pressure are likely. If these
conditions are suspected, do the following:
EGES175-1
Engine Systems Check 2. Inspect for end seal movement inside the housing.
End seal movement is indicated if the seal
contact area is polished. A polished contact area
indicates that unfiltered air has passed by the
filter element and into the engine.
3. Inspect air cleaner element for end cap dents,
holes, damaged seals, and soot.
4. Inspect air intake hoses and clamps for tightness
and positioning over sealing beads.
5. Inspect the chassis mounted charge air cooler
and piping.
Purpose Air Induction System Pressure Test
To check engine systems for hard or no start 1. Mask the outer diameter of air cleaner element air
conditions. inlet with duct tape and plug air cleaner canister
drain.
2. Remove the air cleaner restriction indicator or
Test Procedure tubing to the air cleaner. Install a plug to seal
opening.
WARNING: Read all safety instructions in
this manual before doing this procedure.
1. Inspect fuel tank and lines for damage and leaks.
2. Check oil line from high pressure pump to oil
supply manifold for oil leaks.
3. Inspect entire cooling system for leaks.
4. Check air induction system for leaks. See Air
Induction System Inspection below.
5. Inspect engine wiring harness for correct routing
and protection against rubbing or chaffing.
NOTE: The engine will not start with the IPR or CMP
disconnected.
6. Check sensor, relay, and control module
connections. All connections must be seated, in
good condition, and free of damage or corrosion. Figure 47 Regulated air supply
7. Inspect battery cable and fuse connections for
corrosion. All connections must be seated, in
3. Find cold air discharge pipe containing a plug.
good condition, and free of damage or corrosion.
Remove plug and connect a manually regulated
NOTE: The ECM harness connections must be air supply with pressure gauge.
torqued to 35 in·lb (4 N·m).
4. Apply 5-8 psi of air pressure to the air induction
Air Induction System Inspection system. A constant air supply is needed to
replace air lost through opened intake valves.
1. Inspect air cleaner housing for damage or
distortion that could allow unfiltered air into 5. Coat areas (a through f — below) with a soap
the engine. solution and check for leaks.
EGES175-1
b. Air cleaner outlet pipe to air cleaner body

junction.
c. All clamped hose and gasket connections
between air cleaner outlet and intake
manifold. This includes turbocharger
connections.
d. Surface of all air induction piping and hoses
between air cleaner and intake manifold.
e. Air compressor air inlet piping from the air
cleaner tube to and including the fitting and
the gasket.
f. Piping to the air charge cooler.
6. Leakage is not permitted between air cleaner and
turbocharger (suction side). If leaks are found,
tighten hose clamps. If leaks continue, replace
necessary parts. Retest corrected area.
NOTE: Air induction leaks can indicate dirt
in the engine. Dirt can cause piston rings to
wear or break causing high oil consumption and
excessive blue smoke and pitting or erosion of
the turbocharger compressor wheel. If leaks are
Figure 48 Checking for leakage found, test crankcase pressure.
Tools Required
a. Air cleaner body surface around the outlet • Inspection Lamp

pipe. • Air Pressure Regulator
EGES175-1
Engine Oil Check 3. Inspect oil for color and odor. Milky white oil
and an ethylene glycol odor will indicate coolant
contamination.
4. Check engine service records for correct oil grade
and viscosity for ambient operating temperatures.
Do not use 15W-40 oil below 20°F (-6.7°C).
Long oil drain intervals can increase oil viscosity;
thicker oil will make engine cranking and starting
more difficult below freezing temperatures. See
lube oil chart in the engine operator’s manual for
the correct grade of oil for vehicle operation in
various temperature ranges.
Possible Causes
• Low oil level - Oil leak, oil consumption, or
Purpose incorrect servicing.
To check engine oil level, quality, and pressure. • High oil level - Incorrect servicing, fuel dilution
from lift pump.
Test Procedure • Oil contamination with coolant - Oil cooler, head
gasket porosity, (accessories i.e. water cooled air
WARNING: Read all safety instructions in compressors).
• Slow engine cranking
1. Park vehicle on level ground.
• Incorrect viscosity for ambient operating
2. Check oil level with oil level gauge. temperature
NOTE: If the oil level is not at full, the fuel injectors
will not work correctly. If the oil level is above full,
Tools Required
the engine has been incorrectly serviced, or fuel
is diluting the oil. Check for fuel odor in oil. • None
EGES175-1
Intake / Exhaust Restriction Check
Figure 51 Filter minder
NOTE: Intake restriction should be below 25 in

H20. When the filter element reaches maximum
Purpose allowable restriction, the yellow indicator will
To determine if intake or exhaust restriction is causing reach the top of window and automatically lock in
hard or no start conditions. this position.
NOTE: High intake or exhaust restriction can cause a NOTE: See Section 3 (Performance Diagnostics)
large amount of black or blue smoke when starting the for more information.
engine. 3. Exhaust system piping
Inspection
Possible Causes
this manual before doing this procedure. • Snow, plastic bags, or other foreign material can
restrict air flow in the air cleaner inlet. On engines
Inspect the following parts for restriction, damage, or recently repaired, rags or cap plugs may have
incorrect installation: been left in the intake system.
1. Air cleaner inlet and ducting. • Tailpipe or muffler may be damaged or collapsed.
2. Air cleaner housing, filter element, and gaskets. • Restricted Catalytic converter or Catalyzed Diesel
Particulate Filter (CDPF) — if equipped
• Retarder could be stuck closed.
Tools Required
• None
EGES175-1
EST Diagnostic Trouble Codes (DTCs) NOTE: The ATA connector is on the lower left kick
panel or underneath the left side dashboard.
Figure 54 International® Truck Interface Cable

Purpose
To determine if the Electronic Control Module (ECM)
has detected Diagnostic Trouble Codes (DTCs) that 3. Connect one end of the International® truck
could cause hard start or no start conditions. interface cable to the EST and the other end to
the ATA connector.
4. Boot up EST.
Test Procedure
5. Turn ignition ON.
NOTE: Do Test 8 (STI Button —Flash Codes), if the
Electronic Service Tool (EST) is not available.
Figure 55 Menu Bar Com/Open
1. Turn all accessories and ignition OFF.
6. Select COM from the menu bar in the main

window, then Open.
Figure 56 Menu Bar Code/View
7. Select Code from the menu bar, then View for the
Figure 53 ATA Connector Diagnostic Trouble Codes window.
2. Connect EST to the American Trucking

Association (ATA) diagnostic connector.
EGES175-1
Inactive: With the ignition key ON, Inactive indicates

a DTC for a condition no longer in the system. When
the ignition key is turned OFF. Inactive DTCs from
previous ignition Key ON cycles are stored in the ECM
memory.
Active/Inactive: With the ignition key ON,
Active/Inactive indicates a DTC for an intermittent
Figure 57 Diagnostics Trouble Code Window condition currently in the system.
• Description: The Description column defines
each DTC.
Diagnostics Trouble Code Window
See Electronic Control System Diagnostics form
• ATA Code: The ATA Code column displays codes EGED–185–2 for a complete list of Diagnostic
associated with a sub-system (SID), parameter Trouble Codes.
(PID), and failure mode indicator (FMI).
8. Record all Diagnostic Trouble Codes on
• Flash Code: The Flash Code column displays Mechanical Diagnostics form EGED–180–2
Diagnostic Trouble Code (DTC) numbers.
• Status: The Status column indicates Active,
Inactive, or Active/Inactive DTCs. Tools Required
Active : With the ignition key ON, Active indicates a • Electronic Service Tool (EST) with Master
DTC for a condition currently in the system. When the Diagnostics software
key is turned OFF, an Active DTC becomes Inactive.
EGES175-1
EST Key On Engine OFF Standard Test
Figure 60 Key-On Engine-Off Standard Test
4. Select Key-On Engine-Off Standard Test from the

Diagnostic Drop-Down Menu.
Purpose The ECM will complete an internal self-test and an
Output Circuit Check (OCC) . When the OCC test
To identify electrical malfunctions detected by the
is over, the Diagnostic Trouble Code screen will
Electronic Control Module (ECM) self test.
show DTCs. Scroll down to find additional Diagnostic
Trouble Codes, if they appear to be off the screen.
Test Procedure 5. For a complete listing of Diagnostic Trouble
Codes, see DTC column on Electronic Control
WARNING: Read all safety instructions in System Diagnostics form EGED–185–2.
this manual before doing this procedure. 6. Record all Diagnostic Trouble Codes on
1. Set parking brake. Mechanical Diagnostics form EGED–180–2.
2. Turn ignition switch On. NOTE: To repeat this test select the Diagnostic
Drop-Down Menu and click on Key-On Engine-Off
Standard Test.
Possible Causes
• Defective electrical components or circuitry.
• Output circuit check fault for Injection Pressure
Regulator (IPR).
Figure 59 Menu Bar Code/clear
Tools Required
3. Select Code from the menu bar, then Clear to • Electronic Service Tool (EST) with Master
clear all DiagnosticTrouble Codes. Diagnostics software
EGES175-1
EST Key On Engine OFF Injector Test 1. Select Diagnostics drop-down menu in Master
Diagnostics (MD).
2. Select Key-On Engine-Off Injector Test
NOTE: During this test, injector solenoids should click
when actuated. If a series of rapid clicks are not
heard for each injector, one or more injectors are not
activating.
NOTE: After the Key-On Engine-Off injector Test,
detected Diagnostic Trouble Codes will be displayed.
More Diagnostic Trouble Codes can be found by
scrolling down the Diagnostic Trouble Code screen.
For a complete listing of DiagnosticTrouble Codes,
see DTC column on Electronic Control System
Diagnostics form EGED–185–2.
Purpose
Record Diagnostic Trouble Codes on Mechanical
To determine if the fuel injectors are working Diagnostics form EGED–180–2.
(electronically) by energizing the injectors in a
programmed sequence. The Electronic Control
Module (ECM) monitors this test and transmits Possible Causes
Diagnostic Trouble Codes, if injectors are not working
• Bad wiring harness connection on injector
correctly.
solenoid
• Open or shorted engine wiring harness to
Test Procedure injectors
• Defective injector solenoid
this manual before doing this procedure. • Defective ECM
NOTE: Do Test 6 (Engine-Off Standard Test) before

doing the Key-On Engine-OFF Injector Test. Tools Required
• Electronic Service Tool (EST) with Master
Diagnostics software
Figure 62 Key-On Engine-Off InjectorTest
EGES175-1
STI Button — Diagnostic Trouble Codes 3. Turn the ignition switch ON, but do not start the
engine. The ECM will begin the Output Circuit
Check (self test). If DTCs are detected, the ECM
When the self test is over, the ECM will flash the red
OIL/WATER light and amber WARN ENGINE light to
signal the DTCs.
Reading Diagnostic Trouble Codes

1. The OIL/WATER light will flash once to indicate
the beginning of active DTCs.
2. The WARN ENGINE light will flash repeatedly,
signaling active DTCs.
Purpose
NOTE: All DTCs are three digits. Code 111
To read Diagnostic Trouble Codes (DTCs) detected by
indicates that no DTCs have been detected. See
the Electronic Control Module (ECM), if the Electronic
form EGED-185–2 for a complete listing of DTCs.
Service Tool (EST) is not available, or if EST will not
communicate with the ECM. 3. Count the flashes in sequence. After each digit of
the code a short pause will occur.
Tools
• Three flashes and a pause indicate number 3.
None
Test Procedure
4. For more than one DTC, the OIL/WATER light
will flash once indicating the beginning of another
WARNING: Read all safety instructions in active DTC.
this manual before doing this procedure
5. After all active DTCs have flashed, the
OIL/WATER light will flash twice to indicate
the start of inactive DTCs. Count the flashes
from the WARN ENGINE light. If there is more
than one inactive code, the OIL/WATER light will
flash once in between each DTC.
6. After all DTCs have been sent, the OIL/WATER
light will flash three times indicating end of
message.
7. To repeat DTC transmission, depress ENGINE
DIAGNOSTICS switch. The ECM will resend
stored DTCs.
Figure 64 Engine Diagnostics switch Possible Causes

• Electronic component or circuitry failures.
1. Set parking brake.

2. Depress the Engine Diagnostics switch (STI
button).
EGES175-1
EST Data List cranking rpm, and Injection Control Pressure

(ICP).
• The battery voltage must be 7 or more volts. If
voltage to the Electronic Control Module (ECM)
drops below 7 volts, the ECM will not remain
powered up. If the ECM does not get power
through the ECM relay, the engine will not start.
• Engine cranking speed must generate the
required ICP to operate the fuel injectors and
create required compression to ignite the fuel. If
the EST shows 0 rpm during engine cranking,
the ECM may not be receiving a signal from the
Camshaft Position (CMP) sensor. If the CMP
sensor is not functioning, it must be replaced.
The ECM will not allow the Injection Pressure
Regulator (IPR) valve to fully activate without
a CMP signal. See CMP sensor diagnostics in
Electronic Control System Diagnostics, section 3.
Purpose • If the EST indicates low or no injection control

pressure, check oil in oil reservoir (on front cover)
To determine if starting components meet operating as follows:
specifications.
1. Remove the engine harness connector from
the Engine Oil Temperature (EOT) sensor.
Test Procedure 2. Remove the EOT sensor from the front cover.
Oil should drain from the internal reservoir.
3. Refill the reservoir and reinstall EOT sensor
and harness connector.
NOTE: Make sure batteries are fully charged before
NOTE: If the oil reservoir level continues to fall, the
doing this test.
primary lube oil pump may no be supplying adequate
1. Set parking brake. oil to the OIL reservoir.
2. Turn accessories and ignition OFF. Possible Causes
3. Connect the EST tool to the American Trucking • Low battery voltage: Failed batteries, high
Association (ATA) diagnostic connector. resistance at battery cable connections or in
wiring to the ECM.
NOTE: If an EST is not available, use a Digital Volt
Ohm Meter (DMM) to do the following tests: • Defective ECM power relay
• ECM Voltage Test (Test 10) • Blown 40A in-line fuse (in battery box) which
supplies voltage to the ECM
• Engine Cranking Test (Test 11)
• Low cranking rpm: Electrical system
• Injection Control Pressure Test (Test 12)
malfunctions, incorrect oil, or long oil change
4. Turn ignition switch ON. Do not start the engine. intervals in cold ambient temperatures.
5. Crank engine and read Electronic Service Tool • No rpm indication on the EST while cranking the
(EST) to measure battery voltage, engine engine: Faulty CMP sensor or circuitry to the
ECM. Recheck Diagnostic Trouble Codes after
cranking engine. See EST, Diagnostic Trouble
Codes or STI Diagnostic Trouble Codes.
EGES175-1
• Low ICP Pressure: A leak in the high pressure oil • No Engine rpm indication during engine cranking:
system or a defective ICP sensor. See CMP sensor diagnostics in Section 3,
Electronic Control System Diagnostics.
• Defective high pressure oil pump or pump drive
• No Injection Control Pressure: See Injection
• Defective Injection Pressure Regulator (IPR) or
Control Pressure (ICP) sensor and IPR valve
electronic controls for the regulator
diagnostics in Section 3, Electronic Control
System Diagnostics.
Tools Required • No or low injection control pressure and no
electronic Diagnostic Trouble Codes: See ECM
Voltage Test (Test 10).
Supplemental Diagnostics
• Low voltage at ECM: See ECM PWR, Electronic
Control Module Power Circuit in, Electronic
Control System Diagnostics, section 3.
EGES175-1
ECM Voltage Test Batteries must be fully charged before doing this test.
Measuring ECM Voltage Using IPR BreakoutTee
Figure 67 Battery Voltage Measurement

2. Turn accessories OFF and connect a Digital Volt
Ohm Meter (DMM) across the battery terminals.
Purpose
3. Crank the engine.
To determine correct voltage and current to operate
the Electronic Control Module (ECM). The ECM 4. Record the lowest voltage. If the voltage is below
requires 7 volts minimum to operate and drive the 7 volts, the ECM power relay may be resetting,
fuel injectors. Do the following test if the Electronic resulting from low voltage and current from the
Service Tool (EST) is unavailable or fails to function batteries or problems in the starting system.
correctly. Low battery power or an electronic failure
5. If voltage is within specification, check Voltage
may inhibit the EST from receiving diagnostic data.
Measurement at ECM with Breakout Box.
Test Procedure
Voltage Measurement at ECM with Breakout Box
WARNING: Read all safety instructions in 1. Remove the lower connector harness (60 pin
this manual before doing this procedure. chassis) from the ECM.
EGES175-1
4. Connect leads of the voltmeter to each test point

(21+ & 1-), (22+ & 2-), (41+ & 23-) on the breakout
box.
5. Record the lowest voltage for each test point while
cranking engine.
6. If voltage is lower than 7 volts, repair the ECM
power feed circuit. See Section 3, Electronic
Control Module (ECM PWR) Power Circuit
diagnostics.
Possible Causes
• Low battery voltage: Failed batteries, high
resistance at battery cable connections, or
defective starter.
Figure 68 Breakout box connection • Low or no battery voltage to the ECM: High
resistance or an open power feed circuit to the
1. Engine Harness Adapter
ECM or ECM power relay. The ECM power
2. Chassis Harness Adapter
circuit fuse in battery box may be open, or the
ECM power relay may be defective.
2. Install breakout box adapter connector to the
chassis female connection on ECM.
Tools Required
3. Connect chassis harness connector to the
• IPR breakout tee (ZTSE4484) (optional)
breakout box adapter connector.
• DMM (ZTSE4357) (optional)
NOTE: Torque Connector to ECM to 35 in·lbs (4
N·m). • Breakout box (ZTSE4445) (optional)
• See ECM PWR, Electronic Control Module in
Section 3, Electronic Control System Diagnostics
EGES175-1
Engine Cranking Test Measuring Cranking rpm with CMP Breakout Tee
1. Connect Breakout tee (ZTSE4486) between CMP

sensor and CMP sensor harness.
2. Ground black DMM negative probe to the engine.
3. Set DMM knob to V/RPM and toggle to RPM or
Hz.
Purpose
4. Crank engine for 20 seconds (minimum) and
To determine correct engine cranking speed to start measure cranking rpm (Hz) at CMP signal green
the engine. Do the following test if the Electronic connector (C)
Service Tool (EST) is unavailable or fails to function
correctly. Low battery power or an electronic failure NOTE: When using a DMM in the 4 cycle RPM mode,
may inhibit the EST from receiving diagnostic data. the meter reading must be divided by 12 to equal the
actual rpm of the engine. When reading Hertz (Hz),
the meter reading is 1/5 the actual rpm. (26Hz = 130
Test Procedure rpm)
5. Record engine cranking speed on Mechanical
WARNING: Read all safety instructions in Diagnostics form EGED–180–2
NOTE: Make sure batteries are fully charged
Measuring Cranking rpm with Breakout Box
before doing this test.
1. Remove upper engine connector (60 pin) from the
Engine cranking rpm must generate the required
ECM.
ICP to operate the fuel injectors and create enough
compression to ignite the fuel.
EGES175-1
If the CMP sensor is not functioning, it must be

replaced. The ECM will not allow the Injector
Pressure Regulator (IPR) valve to fully activate
without a CMP signal.
NOTE: If no frequency/engine rpm is measured
with the DMM, check for more Diagnostic Trouble
Codes. See EST Diagnostic Trouble Codes (Test
5), STI Button — Flash codes (Test 8) , and
Camshaft Position (CMP) sensor diagnostics in
Section 3, Electronic Control System Diagnostics.
Possible Causes
• Low cranking rpm: Starting system electrical
2. Install breakout box (ZTSE4445) adapter malfunctions, incorrect oil grade, or long oil
connectors to the engine and chassis female change intervals in cold ambient temperature
connections on the Electronic Control Module conditions.
(ECM). • No engine rpm: Poor electrical connection
3. Connect engine harness connector to the at CMP sensor connector for wiring harness,
breakout box adapter connector. wiring harness to sensor (open or shorted), or
a defective CMP sensor causing 0 frequency /
NOTE: Torque connector to ECM to 35 in·lbs (4 engine rpm.
N·m).
4. Connect the (+ lead) of the Digital Volt Ohm Meter
(DMM) to terminal 51 and the (- lead) to terminal Tools Required
19. Select the DC voltage scale and press the • CMP Breakout tee (ZTSE4485)
RPM button.
5. Crank the engine and check the DMM. A minimum
of 130 rpm (26 Hz) is necessary to start the • Breakout box (ZTSE4445) (optional)
engine.
6. Record cranking engine rpm on Mechanical Supplemental Diagnostics
Diagnostics form EGED–180–2.
• See CMP sensor diagnostics in Section 3,
If DMM indicates 0 frequency during engine Electronic Control Systems Diagnostics.
cranking, the ECM will not receive a signal from
the CMP sensor. See CMP sensor diagnostics, in
Section 3, Electronic Control System Diagnostics.
EGES175-1
Injection Control Pressure Test
Figure 74 DMM and breakout tee

Purpose
To determine injection control pressure during engine 3. Connect the ICP breakout tee between the engine
cranking. harness connector and the ICP sensor.
NOTE: Two procedures can be used if the Electronic 4. Connect Digital Volt Ohm Meter (DMM) leads
Service Tool (EST) is unavailable or fails to function. (+ Red, - Black) to the breakout tee (+ Green, -
Low battery voltage or electronic failures will inhibit the Black) as shown above.
EST from receiving diagnostic data.
5. Crank engine and check DMM voltage reading.
Measuring Injection Control Pressure Using a Record reading on Mechanical Diagnostic form
Breakout Tee EGED–180–2.
6. If voltage is low, recheck oil level in reservoir
(at EOT sensor) for correct oil level required to
operate the fuel injectors.
7. If oil level is correct, go to Low ICP Pressure Test
2. Remove engine harness connector at ICP sensor. (Test 13).
EGES175-1
Measuring Injection Control Pressure Using a NOTE: If Injection Control Pressure (ICP) is low,
Breakout Box see Test 13 (Low ICP Pressure Test).
Possible Causes
this manual before doing this procedure. Low injection control pressure (voltage) indicates
the injectors are not receiving required oil pressure
1. Remove upper engine harness (60 pin connector) to operate the fuel injectors. Low injection control
from the ECM. pressure can be caused by:
• No oil in engine
• Oil reservoir leak down possibly through the check
valve for the high pressure pump.
• Defective high pressure pump
• Injector O-ring leak
• Injector body leak
• IPR valve stuck open
• Pump drive gear loose or damaged
• Broken injector hold down bolt
Figure 75 Breakout box Tools Required

2. Install breakout box (ZTSE4445) adapter • ICP sensor breakout tee (ZTSE4347) (optional)
connector to the engine connector on the
ECM. Connect engine harness connector to • Breakout box (ZTSE4445) (optional)
the breakout box connector.
NOTE: Torque connector to ECM to 35 in·lbs (4 Supplemental Diagnostics
N·m).
• See Injection Pressure Regulator (IPR)
3. Connect the positive lead of the DMM to terminal diagnostics in Section 3, Electronic Control
16 and the negative lead to terminal 19 . System Diagnostics.
4. Crank the engine and check DMM.
5. Record the injection control pressure voltage
signal on Mechanical Diagnostics form
EGED–180–2.
EGES175-1
Low ICP Pressure Test 1. Set parking brake.

2. Remove engine harness connector from Engine Oil
Temperature (EOT) sensor.
3. Remove EOT sensor to allow oil to pour out.
Purpose 4. If oil pours out, reinstall EOT sensor and harness

connector.
To find the cause of low ICP pressure that prevents
engine starting. NOTE: If oil does not pour out, the lubrication system
may not be supplying enough oil to the oil reservoir.
Correct the problem and reinstall EOT sensor and
Test Procedure engine harness connector.
5. Crank engine. If engine does not start, continue
WARNING: Read all safety instructions in with Step 6.
NOTE: If Diagnostic Trouble Codes were detected,
correct the problems causing the DTCs before doing
this test.
EGES175-1
Figure 79 ICP Adapter / Plug Kit (ZTSE4359)

Figure 78 High pressure oil hose, ICP adapter,
1. ICP Adapter
and ICP sensor
2. Plug
1. Elbow fitting in high pressure oil manifold
2. ICP sensor (in high pressure oil manifold)
9. Install the ICP Adapter from the ICP Adapter / Plug
3. Extra ICP sensor
Kit into the end of the high pressure hose.
4. ICP adapter
5. High pressure oil hose 10. Install extra ICP sensor into ICP Adapter. (Check
for correct part number.)
NOTE: If the EST is used for measuring ICP pressure,
6. Disconnect high pressure oil hose from the elbow
reconnect ICP engine harness connector to ICP
fitting in high pressure oil manifold.
sensor.
7. Disconnect ICP engine harness connector from the
NOTE: If EST is not available do a and b:
ICP senor in the high pressure oil manifold.
a. Install breakout tee between ICP sensor and the
8. Leave ICP sensor in high pressure oil manifold.
ICP connector on the engine harness.
b. Connect (+) lead of DMM to the green terminal and
the (-) lead to the black terminal of the breakout tee.
EGES175-1
Figure 81 Air pressure regulator
4. Remove the other end of the hose from the high

pressure pump and connect an air pressure
regulator to the hose.
Figure 80 ICP Breakout tee
5. Apply 100 psi to the oil manifold.
1. Engine harness connector
6. Inspect for leakage around the base of each fuel
2. ICP sensor
injector.
3. ICP adapter
4. ICP breakout tee NOTE: Some leakage from the top of the injector
is normal.
7. If an injector leaks, remove and inspect injector
11. Crank engine and record the reading for ICP on
for damage or worn O-rings.
Mechanical Diagnostics form EGED–180–2.
8. If injectors do not leak, do Key-On Engine-Off
NOTE: If the EST reading for ICP is more than 500
Injector Test (Test 7) with air pressure still applied.
psi, or the DMM reading is more than 1 volt do the
following ICP Leakage Test: 9. Check oil discharge from each injector. Oil
discharge should be equal. Excess oil leakage
ICP Leakage Test
indicates defective fuel injectors.
1. Remove intake manifold/valve cover.
10. To find injector leaks, remove air supply and
2. Remove ICP sensor and adapter plug from high regulator from the high pressure hose and follow
pressure hose. the procedure below.
3. Reattach hose to oil manifold. a. Connect an automotive cylinder leak tester to
the high pressure hose and apply air pressure
from the cylinder leak tester.
b. Do an Injector Key-On Engine-Off Injector
Test (Test 7) to determine the percent of
cylinder leakage for each actuated injector.
Remove and inspect injectors showing the
most leakage.
c. If none of the injectors have excessive
leakage, remove all injectors. Inspect all
O-rings for wear and damage. Replace faulty
O-rings.
EGES175-1
NOTE: If oil entered the fuel system, drain • Defective high pressure pump
contaminated fuel from tank.
• Injector O-ring leak
d. Crank engine and record ICP reading.
• Injector body leak
NOTE: If ICP pressure remains low do the following:
• Internal leakage of HEUI injector
1. Remove fuel transfer pump from the high pressure
• IPR valve stuck open
pump housing.
• Pump drive gear loose or damaged
2. Crank the engine and check for rotation of the fuel
transfer pump camshaft inside the housing. • Faulty lube oil pump unable to fill reservoir
3. If the camshaft is not rotating, remove high • Faulty IPR wiring
pressure pump and tighten drive gear.
4. Reinstall high pressure pump and recheck ICP
Tools Required
pressure, while cranking engine.
5. If pressure is low, replace IPR valve and recheck
ICP pressure.
• ICP adapter fitting from Hydraulic Fitting Kit
6. If pressure is still low, replace high pressure oil
(ZTSE4359)
pump.
• ICP sensor breakout tee (ZTSE4347) (optional)
Possible Causes
• No oil in engine
• Oil reservoir leak (possibly through check valve
for the high pressure pump) • See Camshaft Position (CMP) sensor diagnostics
in Section 3, Electronic Control System
• Cracked or porous cylinder head
Diagnostics.
• Cracked or porous fuel/oil manifold
EGES175-1
Fuel Pump Pressure Test
Figure 83 Air bleed valve
1. Remove air bleed valve from the fuel filter header.

Purpose
2. Install 1/8 in (3 mm) pipe fitting.
To determine correct fuel pressure to start and run the
engine.
NOTE: If vehicle has an optional fuel/water separator
and a water-in-fuel probe, check with the driver to
determine if the water-in-fuel lamp was lit during
vehicle operation.
Test Procedure

Figure 84 Gauge bar (PS94–831–3
3. Connect a line from the fitting to Gauge Bar.

4. Cranking engine for 20 seconds and record
maximum pressure on diagnostic form and
compare to specifications. If fuel pressure is low,
replace fuel filter, clean fuel strainer, and retest.
5. If pressure is low do the following:
a. Remove fuel return line and install plug into
fuel return opening.
b. Crank engine and check fuel pressure gauge.
EGES175-1
c. If pressure rises, replace fuel return valve and • A kinked or severely bent fuel supply line or
recheck fuel pressure. blockage at the pickup tube.
d. If pressure does not increase, see Transfer • A loose fuel line on the suction side of the fuel
Pump Restriction Test (Test 3). system could allow air into the system.
NOTE: Several crank cycles may be required • Defective fuel transfer pump.
to purge air from fuel system.
Possible Causes
Tools Required
• No fuel in tank.
• Gauge Bar (PS94-831-3) or fuel pressure gauge,
• Dirt or fuel jelling in cold ambient temperatures. appropriate line with 1/8 in (3 mm) NPT fitting.
• Debris in the fuel regulator valve.
EGES175-1
PERFORMANCE DIAGNOSTICS NOTE: If the oil level is above full, the engine has
been incorrectly serviced, or fuel is diluting the oil.
Engine Oil Check
Check oil for fuel odor.
3. Inspect oil for color and odor. Milky white oil
and an ethylene glycol odor indicate coolant
contamination.
4. Check engine service records for correct oil grade
and viscosity for ambient operating temperatures.
See lube oil chart in the engine operator’s manual
for the correct grade of oil for vehicle operation in
various temperature ranges.
NOTE: Do not use 15W-40 motor oil below 20°F
(-6.7°C). Long oil drain intervals can cause increased
oil viscosity; thicker oil will make engine cranking and
starting more difficult below freezing temperatures
Purpose Possible Causes
To check engine oil level and quality and determine if • Oil level low: Oil leak, oil consumption, incorrect
oil pressure is correct for the injection control pressure servicing.
system.
• Oil level high: Incorrect servicing, fuel dilution
from lift pump.
Test Procedure • Oil contamination with coolant: Oil cooler, head
gasket, porosity, (accessories i.e. water cooled
WARNING: Read all safety instructions in air compressors.)
• Oil viscosity
2. Check oil level with oil level gauge. If the oil
Tools Required
level is not at full, the fuel injectors will not work
correctly. • None
EGES175-1
Fuel Pressure Test
Figure 87 Air bleeder valve

Purpose
To determine if fuel system has clean fuel and correct 1. Remove air bleed valve on fuel filter header.
pressure to start and run the engine.
2. Install a 1/8 in (3 mm) pipe fitting in place of the
bleed valve.
Test Procedure

1. Take fuel sample from tank.
2. Inspect fuel. Fuel must be clean, free of air,
contaminants, water, icing or clouding. Fuel
should be straw colored. Dyed fuel (red or blue)
indicates designation for off-highway use.
3. Check for gasoline or kerosene odors.
NOTE: Engine oil in the fuel may indicate an
injector O-ring leak and loss of injection control
pressure. To determine the cause of oil in Figure 88 Gauge bar (PS94–831–3)
the fuel, see Low ICP Pressure Test (Test13),
including ICP Leakage Test in Hard Start/No Start
Diagnostics in this section. 3. Connect a line from the fitting to Gauge Bar.
4. If gasoline or kerosene is found in tank, drain and 4. Measure fuel pressure at high idle. Record
refill tank. pressure on Mechanical Diagnostics form
EGED–180–2 and compare to specifications.
5. Properly dispose of contaminated fuel.
5. If fuel pressure is low after replacing the fuel filter,
do the following:
Fuel Pressure Test
a. Remove fuel return line and install plug (to
prevent fuel from exiting) into fuel return
WARNING: Read all safety instructions in opening.
EGES175-1
b. Crank engine and check fuel pressure gauge. • Incorrect fuel grade for cold temperatures. Fuel
If fuel pressure rises, replace fuel return waxed or jelled (most likely grade 2 fuel). Pickup
valve and recheck fuel pressure. If fuel tube in tank could be clogged or cracked.
pressure does not increase, do Transfer
• Water, ice, or contaminants in the tank and fuel
Pump Restriction Test (Test 3).
system stopping fuel flow.
NOTE: Do Fuel Pressure Test (Test 11),
• Plugged supplemental filters or water separators
before removing pressure test equipment.
causing the fuel system to draw air.
Possible Causes
• No fuel in tank Tools Required
• In-line fuel valve shut off (if equipped) • Clear container (approximately 1 Quart or 1 Liter)
• Fuel supply line from tank broken, crimped or • Gauge Bar (PS94-831-3) and appropriate line
kinked. with 1/8 in (3 mm) NPT fitting
EGES175-1
Transfer Pump Restriction Test 2. Connect a line from the tee to a 0-30 in Hg vacuum
gauge on Gauge Bar.
3. Measure fuel inlet restriction at high idle and
record the reading on the diagnostic form.
4. If restriction exceeds 8 in Hg, find the restriction
on the suction side of the fuel system and correct.
If restriction is within specifications or very low,
check for restriction between fuel inlet and the
transfer pump inlet. If no restriction is found do
the following:
a. Remove fuel supply line. Connect a clear
plastic line to the fuel inlet fitting and connect
the fuel supply line to clear plastic line.
b. Check for air bubbles in the clear plastic line
while engine is running at high idle. If air
bubbles are seen, inspect fuel system for
suction leaks. Repair system, if necessary. If
air bubbles were not present, remove clear
Purpose plastic line.
To determine if low fuel pressure is caused by c. Install plug to seal off the fuel inlet.
excessive restriction in the fuel supply line from the
fuel tank to the transfer pump inlet. d. Start engine and run at high idle. Vacuum
reading should be greater than 22 in Hg. If
less, check for air ingestion from the vacuum
Test Procedure gauge to the transfer pump. If no leak is
found, replace transfer pump.
WARNING: Read all safety instructions in NOTE: If no leaks are found on the inlet side
this manual before doing this procedure. of the fuel system, while the transfer pump is
providing > 22 in Hg. vacuum, replace fuel
return valve. Recheck fuel pressure to verify
the valve was defective.
Possible Causes
• A fuel filter could cause high restriction and
low fuel pressure from dirt or fuel jelling in cold
ambient temperatures.
• Primary fuel filter or fuel/water separator clogged.
• A kinked or severely bent fuel supply line
or blockage at the pickup tube could cause
restriction and low fuel pressure.
• A loose fuel line on the suction side of the fuel
system could allow air into the system causing low
Figure 90 Measuring transfer pump restriction fuel pressure.
with gauge bar
• Primary fuel filter or fuel/water separator may
be ingesting air into fuel system through loose
connections etc.
1. Connect a tee between the fuel filter inlet and fuel
supply line.
EGES175-1
• Fuel return valve defective or stuck open due to • Tee or reworked hollow screw fitting
debris.
• NPT pipe adapter and appropriate fuel lines
• Defective fuel transfer pump.
Tools Required
• Gauge Bar (PS94-831-3)
EGES175-1
EST Diagnostic Trouble Codes (DTCs)
Figure 93 International® truck interface cable
Test Procedure 4. Connect one end of the International® truck

interface cable to the EST and the other end to
WARNING: Read all safety instructions in the ATA connector.
this manual before doing this procedure. 5. Boot up EST.
2. Turn all accessories and ignition OFF.
Figure 94 Menu Bar

1. Com/Open
6. Select COM from the menu bar in the main

window, then Open.
Figure 92 ATA connector

Figure 95 Menu Bar
1. Code/View
3. Connect EST to the American Trucking
Association (ATA) diagnostic connector.
NOTE: The ATA connector is on the lower left kick 7. Select Code from the menu bar, then View for the
panel or underneath the left side dashboard. Diagnostic Trouble Code window.
EGES175-1
Active/Inactive indicates a DTC for an intermittent

condition currently in the system.
• Description: The Description column defines
each DTC.
8. If Active DTCs are set, see DTC column on
Electronics Control System Diagnostics form
EGED–185–2 for a complete list of Diagnostic
Figure 96 Diagnostics Trouble Code Window Trouble Codes.
NOTE: Active DTCs identify conditions or
Diagnostics Trouble Code Window problems that must be corrected before starting
the remaining performance tests.
• ATA Code: The ATA Code column displays codes
associated with a sub-system (SID), parameter 9. Record DTCs on Mechanical Diagnostics form
(PID), and failure mode indicator (FMI). EGED–180–2
• Flash Code: The Flash Code column displays

Diagnostic Trouble Code (DTC) numbers. Possible Causes
• Status: The Status column indicates Active, • Electronic malfunctions detected continuously by
Inactive, or Active/Inactive DTCs. the ECM .
Active : With the ignition key ON, Active indicates a
DTC for a condition currently in the system. When the
key is turned OFF, an Active DTC becomes Inactive. Tools Required
Inactive: With the ignition key ON, Inactive indicates • Electronic Service Tool (EST) with Master
a DTC for a condition no longer in the system. When Diagnostics software
the ignition key is turned OFF. Inactive DTCs from
previous ignition Key ON cycles are stored in the ECM
memory.
EGES175-1
EST Engine OFF Standard Test 3. Select Key-On Engine-Off Standard Test from the
Diagnostics Drop-Down Menu.
The ECM will complete an internal self-test and
an Output Circuit Check (OCC). When the OCC
test is over, the DiagnosticTrouble Code screen
will show DTCs. Scroll down to find additional
DiagnosticTrouble Codes, if they appear to be off the
screen.
4. For a complete listing of DiagnosticTrouble
Codes, see DTC column on Electronic Control
System Diagnostics form EGED–185–2.
5. Record all Diagnostic Trouble Codes on
Mechanical Diagnostics form EGED–180–2.
Purpose NOTE: To repeat this test select the Diagnostic
Drop-Down Menu and click on Key-On Engine-Off
To determine electrical malfunctions detected by the Standard Test.
Electronic Control Module (ECM). This requires an
Output Circuit Check self test. Possible Causes
• Defective electrical components or circuitry.
Test Procedure
Tools Required
this manual before doing this procedure. • Electronic Service Tool (EST) with Master
2. Turn ignition key ON.
• If DTCs are set, see DTC column on Electronic
Control System Diagnostics form EGED-185-2.
Figure 98 Key-On Engine-Off Standard Test
EGES175-1
EST Engine OFF Injector Test
Figure 101 Diagnostics drop down menu
When the Engine Off Standard Test is over, select the

Purpose Diagnostics Drop Down Menu and click on Engine Off
Injector Test.
To determine if fuel injector electronics are working
correctly, by energizing each injector in a programmed During the Engine Off Injector Test, injector solenoids
sequence. The Electronic Control Module (ECM) will should rapidly click or buzz when actuated. If clicks
monitor the Key-On Engine-Off Injector Test and are not heard, the injectors are not working.
transmit DTCs if injectors or related electrical circuits
When the Engine Off Injector Test is over, detected
are not working correctly.
DTCs will be displayed. More DTCs can be found by
scrolling down.
Test Procedure Record DTCs found and see Electronic Control
System Diagnostics, Section 3.
Possible Causes
• Bad wiring harness connection at injector
2. Turn ignition switch On. solenoid.
injectors.
• Defective injector solenoids.
• Defective ECM.
Tools Required
Figure 100 Key-On Engine Off Standard Test
3. Select Key-On Engine-Off Standard Test from the • If DTCs are set, see DTC column on Electronic
Diagnostics Drop-Down Menu. Control System Diagnostics form EGED–185-2.
EGES175-1
STI Button — Diagnostic Trouble Codes When the self test is over, the ECM will flash the red
OIL/WATER light and amber WARN ENGINE light to
signal the DTCs.
Reading Diagnostic Trouble Codes (DTCs)

1. The OIL/WATER light will flash once to indicate
the beginning of active DTCs.
2. The WARN ENGINE light will flash repeatedly,
signaling active DTCs.
NOTE: All DTCs are three digits. Code 111
indicates DTCs have not been detected. See
form EGED-185–2 (Electronic Control System
Diagnostics) for a complete listing of DTCs.
Purpose
3. Count the flashes in sequence. After each digit of
To read Diagnostic Trouble Codes detected by the
the DTC a short pause will occur.
Electronic Control Module (ECM), if the Electronic
Service Tool (EST) is not available, or if EST will not • Three flashes and a pause indicate number 3.
communicate with the ECM.
Test Procedure 4. For more than one DTC, the OIL/WATER light
will flash once indicating the beginning of another
WARNING: Read all safety instructions in active DTC.
5. After all active DTCs have flashed, the
OIL/WATER light will flash twice to indicate
the start of inactive DTCs. Count the flashes
from the WARN ENGINE light. If there is more
than one inactive DTC, the OIL/WATER light will
flash once in between each DTC.
6. After all DTCs have been sent, the OIL/WATER
light will flash three times indicating end of
message.
7. To repeat DTC transmission, depress Engine
Diagnostics switch (STI button). The ECM will
resend stored DTCs.
Figure 103 Engine Diagnostics switch Possible Causes

• Electronic component or circuitry failures.
2. Depress and hold the Engine Diagnostics Tools Required
switch (STI button.
• None
3. Turn the ignition switch ON, but Do not start the
engine. The ECM will begin the Output Circuit
Check (self test). If DTCs are detected, the ECM
EGES175-1
Intake Restriction Test Dual Element Cleaner

The dual element air cleaner has a large primary
(outer) filter element and an optional small secondary
(inner) filter element. The secondary element is used
in dusty environments.
The restriction connection for the dual element air
cleaner is between the primary and the secondary
element at the bottom of the air cleaner housing.
This allows only the primary (outer) element to be
sensed by the restriction indicator or dash mounted
vacuum gauge. Restriction for the inner element
is not recorded on the restriction indicator or dash
mounted vacuum gauge.
Purpose NOTE: Dual element air cleaners use one of the
following restriction indicators:
To determine if the air cleaner is restricted.
NOTE: High restriction will cause low power, poor
fuel economy, and may cause excessive black or blue
smoke when starting the engine. Also, high air cleaner
restriction can cause turbocharger seals to unseat,
allowing oil to be drawn in around seals and into the
engine.
NOTE: See Operation and Maintenance Manual, for
details about the air intake system and air cleaner
restriction indicators.

the front of this manual before doing the following
procedures.
Inspect Air Intake System
1. Inspect inlet piping for debris.
2. Check for loose hoses and clamps.
Figure 105 Dual element air
CAUTION: Leaks (unfiltered air) between the air cleaner with indicator in end cap
cleaner and suction side of the turbocharger can Tighten retaining nut to 60-75 in·lbs (6.8-8.5
cause damage to the turbocharger and engine N·m)
parts.
3. Check air cleaner housing for cracks.
NOTE: Replace the element when the green dot
4. Check Air to Air Cooler for holes and damage. disappears from the element end cap.
5. Check air cleaner elements for damaged gaskets
or dents.
6. Check air cleaner restriction indicator or gauge.
EGES175-1
Procedure to Measure Intake Air Restriction
Figure 106 Dual element air

cleaner retaining nut indicator
Tighten retaining nut to 120 in·lbs (13.6
N·m)
NOTE: Replace the element when the green dot

disappears from the window in the retaining nut.
Figure 107 Tap for restriction test
1. Attach a restriction test tool to the air cleaner

housing tap.
2. Run engine at high idle rpm (no load).
3. Replace the air cleaner element when the test
gauge shows a restriction greater than 12.5 in
H2O (3.13 kPa).
NOTE: Equivalent Test using the dash mounted
restriction gauge: The true maximum air cleaner
restriction —25 in H2O (6.22 kPa) —can only be
obtained when operating the engine at full load
and rated horsepower.
Possible Causes
• Dirty air cleaner element.
EGES175-1
• Snow, plastic bags, or foreign material may Tools Required

restrict air flow in the air cleaner inlet. Repaired
• Model D-200 Pressure Test Kit (ZTSE-2239)
engines may have rags or cap plugs in the intake
system. • Gauge Bar (PS94-831-3)
• Magnehelic Gauge or Water Manometer
EGES175-1
EST Engine Running Standard Test NOTE: Engine coolant temperature must reach
160°F (71°C) minimum for the ECM to accurately
test engine actuators and sensors. If engine
coolant temperature is below self test range, the
EST tool will show ECT Out of Self Test Range.
Purpose
Figure 109 Key ON Engine Running Standard
To verify correct operation and specification ranges Test
for engine actuators and electronic sensors. The
Electronic Service Tool (EST) signals the Electronic
Control Module (ECM) to perform the Key-On 3. Select the Key-On Engine-Running Standard Test
Engine-Running Standard Test. The ECM will activate from the Diagnostic drop-down menu.
the actuators, monitor sensor feedback signals, and
The ECM will start the Key ON Engine-Running
send fault codes for actuators or sensors to the EST.
Standard Test and command the engine to
accelerate to a predetermined engine rpm and
operate the Injection Pressure Regulator (IPR)
Test Procedure
valve.

this manual before doing this procedure. Possible Causes
NOTE: Before running the Key-On Engine-Running • Defective or inoperative ICP sensor or IPR valve
Standard Test, set parking brake and make sure the
transmission is in neutral. • Oil leakage in high pressure Injection Control
System
2. Start and run engine until it reaches 160°F (71°C)
minimum. • Open or shorted wiring harness to ICP or IPR
• Loose or corroded engine wiring harness for ICP
or IPR
EGES175-1
EST Engine Running Injector Test
Figure 112 Key-On Engine Running Injector Test
2. Select Engine Running Injector Test from the

Diagnostic Drop-Down Menu.
NOTE: The engine will run rough during the
Purpose Key-On Engine Running Injector Test.
To verify that all power cylinders are contributing The Electronic Service Tool (EST) will signal the
equally. Electronic Control Module (ECM) to actuate each
injector in a programmed sequence and then measure
power cylinder performance.
Test Procedure Record the Diagnostic Trouble Codes on Mechanical
Diagnostics form EGED–180-2.
Possible Causes
NOTE: The Key-On Engine Running Standard Test
must be done first to access the injector test. • Broken compression rings, leaking or bent valves,
bent push rods or connecting rods
injectors
• Defective injectors or solenoids
Tools Required
Figure 111 The Key-On Engine Running
Standard Test Supplemental Diagnostics
• If Diagnostic Trouble Codes are set, see DTC
1. Select Key-On Engine Running Standard Test column on Electronic Control System Diagnostics
from the Diagnostic Drop-Down Menu. form EGED-185-2.
EGES175-1
Fuel Pressure Test (Full Load) 1. If pressure gauge is not connected to fuel system
in Test 2, remove air bleed valve on fuel filter
header.
2. Install 1/8 in (3 mm) pipe fitting in place of the
bleed valve .
Purpose
Figure 115 Gauge bar (PS94–831–3)
To determine if the fuel system is supplying the engine
with the proper fuel quantity and pressure at full load
conditions. 3. Connect a line from the fitting to the 0-160 psi
gauge of the Gauge Bar.
Test Procedure 4. Start engine and run at low idle to check for fuel
leaks in-line to pressure gauge.
WARNING: Read all safety instructions in NOTE: Bleed air from the fuel line to insure an
this manual before doing this procedure. accurate reading.
NOTE: If the fuel filter has a water-in-fuel probe, 5. Drive vehicle on road until engine reaches
ask the vehicle operator if the water-in-fuel lamp is operating temperature. Find an open section
illuminated during vehicle operation. of road and select a suitable gear. Depress the
accelerator pedal (full depression) to the floor and
accelerate to rated speed and 100% load.
NOTE: Drive the vehicle uphill or fully loaded to
reach the correct engine loading at rated engine
speed.
6. Measure fuel pressure and record on Mechanical
Diagnostics form EGED–180–2. If pressure is not
within specifications, replace fuel filter, clean fuel
strainer, and recheck fuel pressure.
NOTE: Several crank cycles may be required to
purge the air from the fuel system after replacing
the fuel filter.
If fuel pressure remains low after replacing the
filter, do Transfer Pump Restriction Test (Test 3).
Figure 114 Air bleeder valve
EGES175-1
Possible Causes • The fuel pump could have internal damage;

for example, a seized plunger or leaking check
• A clogged fuel filter or fuel strainer could cause
valves.
high restriction and low fuel pressure. Replace
fuel filter, clean strainer, and retest. • A restriction between the transfer pump inlet and
fuel tank.
• Debris in the fuel regulator valve will cause low
fuel pressure. • Restriction between the fuel line inlet fitting,
strainer, and transfer pump.
• A kinked or severely bent fuel supply line, or
blockage at the pickup tube.
• A loose fuel line on the suction side of the fuel Tools Required
system. .
• Gauge Bar (PS94-831-3) and an appropriate line
with 1/8 in NPT fitting
EGES175-1
ICP Pressure Test
Figure 117 ATA connector
1. Connect the EST to the ATA data link connector.

2. Start Master Diagnostics and select the Road
Performancesession. Drive the vehicle on
Purpose the road until the engine reaches operating
temperature. Find an open section of road and
To determine if the high pressure lube oil system is select a suitable gear. Depress the accelerator
providing sufficient hydraulic pressure to operate the pedal (full depression) to the floor and accelerate
injectors. to rated speed and 100% load.
Test Procedure reach the correct engine loading at rated engine
speed.
WARNING: Read all safety instructions in 3. Read minimum and maximum voltages for ICP
this manual before doing this procedure. pressure and record on Mechanical Diagnostic
form EGED–180–2.
Do this procedure at full load in conjunction with Fuel
Pressure Test (Test 11) and, Boost Pressure Test (Test 4. Stop the vehicle, read voltages for low and high
13). idle ICP pressures, and record on Mechanical
Diagnostic form EGED–180–2.
NOTE: Turn all accessories and the ignition off,
before connecting Electronic Service Tool (EST) tool
to American Trucking Association (ATA) diagnostic
Alternate Method for Measuring ICP using
connector.
(Breakout Tee)
1. Remove engine harness connector from ICP
sensor.
2. Connect ICP breakout tee to the removed engine
harness connector and the ICP sensor.
EGES175-1
Possible Causes
Low voltage for injection pressure indicates
insufficient oil pressure to operate the fuel injectors.
Insufficient oil pressure can be caused by
• a defective IPR valve,
• a defective High Pressure Pump,
• Injection Control Pressure system leakage,
• or the ECM commanding the IPR valve to reduce
injection control pressure due to:
a. Low Boost pressure
Figure 118 DMM (ZTSE4357) and ICP breakout b. Incorrect feedback signal from
tee (ZTSE4347) Accelerator Position Sensor (APS)
c. Incorrect feedback signal from ICP
sensor (check part number)
3. Use a DMM and connect a long set of leads (+
Green, - Black) to breakout tee (ZTSE4347), as To check for insufficient oil pressure, do ICP Leakage
shown above. Test (Test 13).
4. Drive vehicle on road until the engine reaches

operating temperature. Find an open section of Tools Required
road and select a suitable gear. Depress the
accelerator pedal (full depression) to the floor • Electronic Service Tool (EST) with Master
and accelerate to rated speed and 100% load. Diagnostics software
NOTE: Drive the vehicle uphill or fully loaded to • DMM (ZTSE4357) (optional)
reach the correct engine loading at rated engine • ICP breakout tee (ZTSE4347) (optional)
speed.
EGES175-1
Boost Pressure Test the floor and accelerate to rated speed and 100%
load.
speed and peak torque speed.
6. Record intake manifold boost at full load rated
engine speed.
Alternate Test Procedure
Purpose
To determine if the engine can develop necessary
boost pressure for required power.
Test Procedure

Test should be performed at full load in conjunction
with Fuel Pressure Test (Test 11) and ICP Pressure
Test (Test 12). Figure 120 Boost Pressure Tap
NOTE: Turn accessories and ignition off, before
connecting Electronic Service Tool (EST) to the
1. Remove plug from boost pipe, install adapter
American Trucking Association (ATA) diagnostic
fitting, and connect a test line as shown above.
connector.
(See Step 4.)
1. Connect the EST to the ATA connector.
2. If no plug is on the boost pipe, remove the
2. Turn the ignition switch ON. Manifold Absolute Pressure sensor at intake
manifold/valve cover.
3. Start Master Diagnostics and select the
preconfigured session entitled Road 3. Install a tee fitting, and reinstall MAP sensor,
Performance. and connect a test line to the tee. (See form
EGED–180–2 — Figure M)
4. Boost psig is shown in the text window.
4. Route the line from the engine compartment into
5. Drive the vehicle on the road until the engine
the cab.
reaches operating temperature. Find an open
section of road and select a suitable gear. NOTE: Do not crimp the line or let the line touch
Depress the accelerator pedal (full depression) to hot engine surfaces.
EGES175-1
MAP sensor must be connected during boost Possible Causes

pressure test.
• Restricted intake or exhaust
5. Temporarily install the Gauge Bar in the cab of
• Low fuel pressure
the vehicle. Connect the line routed from the
boost pipe or tee at MAP sensor to the appropriate • Low injection control pressure
pressure gauge.
• Control system DTCs
6. Drive the vehicle on the road until the engine
• Defective injectors
reaches operating temperature. Find an open
section of road and select a suitable gear. • Defective turbocharger
Depress the accelerator pedal (full depression) to
• Base engine failure
the floor and accelerate to rated speed and 100%
load.
NOTE: Drive the vehicle uphill or fully loaded to Tools Required
speed.
7. Record intake manifold boost pressure at full load
• Gauge Bar (PS94-831-3) and a tee fitting
rated engine speed and peak torque speed.
(optional)
NOTE: If boost pressure is within specifications,
the engine is functioning correctly. Chassis or
application problems are possible.
EGES175-1
Crankcase Pressure Test NOTE: If the engine has a breather extension

tube, the extension tube must be removed before
testing.
Figure 121 Crankcase Pressure Test
Purpose
To measure the condition of the power cylinders
Test Procedure

2. Make sure breather tube is clean and the valve
intake manifold is tight.
3. Make sure the engine oil level is not above full
mark and the oil level gauge is secured.
Figure 123 Crankcase breather tool (ZTSE4039)
and gauge bar (PS94–831–3)
5. Connect a line from the crankcase breather tool to

a water manometer gauge or magnehelic gauge
on the gauge bar (figure 83).
6. Run engine to reach normal engine operating
temperature before measuring crankcase
pressure.
7. Run engine at high idle (no load) rpm. Allow
the gauge reading to stabilize before taking the
pressure reading.
Figure 122 Crankcase Breather Tool (ZTSE4039)
8. Record crankcase pressure on Mechanical
Diagnostic form EGED–180–2.
4. Install Crankcase Breather Tool.
EGES175-1
Possible Causes 2. Excessive crankcase pressure without high oil

consumption indicates
1. Excessive crankcase pressure with high oil
consumption indicates: • Leaking intake manifold gasket
• Dirt in air induction system. Do Air Induction • Air compressor effecting crankcase pressure.
System Pressure Test. Remove compressor discharge line to remove its
influence.
• Badly worn or broken rings
• Badly worn or scored cylinder sleeves
Tools Required
• Leaking valve seals or worn valve guides
• Magnehelic gauge on Gauge Bar (PS94-831-3)
• A restricted orifice in Crankcase Breather Tool
• Crankcase Breather Tool (ZTSE4039)
EGES175-1
Wastegate Actuator Test 2. Connect an air regulator with a 0-60 psi gauge to
the actuator boost line.
3. Mark actuator shaft with paint pen. Spray leak
detector or soap solution around the actuator
housing
4. Slowly apply air pressure to the actuator.
Movement of the actuator shaft (indicated by
position of paint mark) should start between 26
and 30 psi.
If the actuator shaft moves 0.015 in (0.369 mm) or
more and the housing does not leak air, the actuator
is good. If the actuator shaft moves less than 0.015 in
(0.369 mm) or the housing leaks air, the actuator must
be replaced. Before replacing the actuator, remove
Purpose the turbocharger.
To determine if the wastegate actuator works correctly.
Possible Causes
Test Procedure • Sticky flapper valve
• Ruptured actuator diaphragm
this manual before doing this procedure. • Leaky canister
1. Remove actuator boost line from turbo • Leaky hose to actuator

compressor housing.
Tools Required
• Air Pressure Regulator, 0-60 psi gauge, and paint
marker.
Figure 125 Air regulator with 0–60 psi gauge
EGES175-1
Exhaust Restriction Test 1. Drill and braze on a 1/8 in NPT male connector in
a straight section of exhaust pipe approximately 3
to 6 in after the bend in the exhaust pipe.
2. Connect coiled copper tubing (min 1 ft) to the
connector before attaching the plastic tubing from
Gauge Bar.
NOTE: The coiled copper tubing prevents the
plastic tubing from melting.
3. Connect the other end of the plastic tubing to a
water manometer or magnehelic gauge on the
Gauge Bar.
4. Obtain the data at rated speed on a chassis
dynamometer or fully loaded on the highway. The
engine must be at normal operating temperature.
Purpose
5. Exhaust pressures over specification indicate
To check for restrictions in the exhaust system likely exhaust system restriction and reduced engine
to cause engine performance problems. power. Replace the muffler or exhaust piping as
necessary.
Test Procedure
Possible Causes
• Collapsed exhaust piping
• Restricted exhaust piping
• Damaged muffler
• Malfunctioning retarder
Tools Required
• Gauge Bar (PS94-831-3) or Water Manometer
Figure 127 Measuring exhaust restriction

1. 1/8 NPT Male Connector
2. Cooper tubing (coiled) 12 in (31 cm) minimum
3. Plastic tubing
EGES175-1
Valve Clearance Test
Purpose
To determine correct valve clearance
Test Procedure
WARNING: Read all safety instructions in Figure 129 Valve lash adjustment
1. Remove the valve intake manifold.
2. Rotate the crankshaft until piston No.1 is on the
compression stroke and the timing mark on the
damper pulley is aligned with the Top Dead Center
(TDC) mark on the front cover.
NOTE: To check for compression stroke, turn both
push rods; if both rods are loose and easily turned, Figure 130 Valve lash specifications
both valves are closed and No. 1 piston is on the
compression stroke.
3. Check valve lash by inserting a feeler gauge
between the rocker arm and valve stem tip. If
adjustment is required, loosen the locknut and
turn the valve adjustment screw until the valve
lever can support the feeler gauge.
EGES175-1
4. Tighten the locknut once the adjustment is set and

remove the feeler gauge.
Figure 131 Valve adjustment with No. 1 piston and No. 6 piston a TDC
NOTE: Six valves are adjusted with the No.

1 piston at TDC (compression stroke). The
remaining six are adjusted with the No. 6 piston
at TDC (compression stroke).
Figure 132 Valve lash adjustment sequence
5. Continue checking and adjusting valves (if

necessary) following the valve sequence as
shown above. Identify valve numbers on the
rocker arm.
Figure 133 Valve Cover / Intake Manifold
EGES175-1
6. Install the valve cover/intake manifold. Tighten Tools Required

mounting bolts to 13 lb·ft (17.6 N·m).
• Feeler Gauge
• Torque Wrench
Possible Causes
• Worn valve train
• Valve seat or face wear
EGES175-1
NOTES
EGES175-1
PERFORMANCE SPECIFICATIONS
1997 Model Year
International® DT 466E/175 hp @ 2300 rpm (430
ft·lbf torque @ 1500 rpm)(Table 1)
Table 1
International® DT 466E/175 hp @ 2300 rpm (430 ft·lbf torque @ 1500 rpm)
50 State 1997 Model Year
[Engine Unit Code 12NHA]
International® DT 466E Series Diesel Engine Specifications
Engine Model International® DT 466E/A175
Engine Rating 175 BHP @ 2300 rpm
Engine Family Rating Code 1111
Injector Part Number Original Equipment 1829926C2
Turbocharger Part Number 1826344C91
Turbine A/R Ratio 1.11
Injection Timing Nonadjustable
High Idle Speed — rpm with manual transmission 2775
High Idle Speed — rpm with automatic transmission 2775
Low Idle Speed — rpm 700
435 ± 73 psi (3 ± 0.5 MPa) 0.85

Injection Control Pressure/Voltage @ Low Idle No Load
± 0.2V
1740 ± 290 psi (12.0 ± 2 MPa),

Injection Control Pressure/Voltage @ High Idle No Load
2.38 ± 0.5V
2466 ± 145 psi (17 ± 1.0 MPa)

Injection Control Pressure/Voltage @ Rated Speed and Full Load
3.23 ± 0.3V
Intake And Exhaust Valve Clearance (Engine Off)
Intake 0.025 in (0.635 mm)
Exhaust 0.025 in (0.635 mm)
EGES175-1
Data Taken At: High Idle, No Load, Stabilized Operating Temperature
Air Cleaner Restriction (Measured at Engine Side of Air Cleaner)
Air Cleaner Restriction (High Idle, No Load), Max. 12.5 in H2O (3.13 kPa)
Fuel Pressure, Min. 20 psi (138 kPa)
Fuel Inlet Restriction, Max. 6.0 in Hg Vacuum (20.3 kPa)
Crankcase Pressure Using Restrictor Tool ZTSE4039, Max. 6.0 in H2O (1.49kPa)
Data Taken At: Full Load, Rated Speed On Chassis Dynamometer Or Highway, Stabilized
Operating Temperature
Air Cleaner Restriction (Full Load, Rated Speed), Max. 25 in H2O (6.25 kPa)
18.5 ± 2 psi (127 kPa ± 14 kPa)

Intake Manifold Pressure (Full Load, Rated Speed)
@ 2300 rpm
Intake Manifold Pressure (Full Load, Peak Torque)
6.3 ± 2 psi (43 ± 14 kPa) @ 1500 rpm
Exhaust Back Pressure (After Turbocharger), Max. 33 in H2O (8.2 kPa)
Smoke Level - Bosch Number (Rated Speed) 1.0 @ 2300 rpm

Smoke Level - Bosch Number (Peak Torque) 1.0 @ 1500 rpm
Measure Water Temperature Differential Across The Radiator With Engine On A Chassis
Dynamometer, At Full Load With An Ambient Temperature Of 80°F (26.7°C) Or Above
Water Temperature Differential Across Radiator 6 to 12°F (3.3-6.6°C)
Data Taken After Engine Reaches Stabilized Operating Temperature
Lube Oil Temperature (Oil Gallery), Max. 250°F (121°C)
Lube Oil Pressure At Operating Temperature (Stabilized)
Low Idle, Min. 20-50 psi (137-344 kPa)
Rated Speed, Min. - Max. 40-70 psi (276-483 kPa)
EGES175-1

ft·lbf torque @ 1500 rpm)(Table 2)
Table 2
50 State1997 Model Year
[Engine Unit Code 12NHB]
Injection Control Pressure/Voltage @ Low Idle No Load 435 ± 73 psi (3.0 ± 0.5 MPa) 0.85
± 0.2V
Injection Control Pressure/Voltage @ High Idle No Load 1740 ± 290 psi (12.0 ± 2.0 MPa)
2.38 ± 0.5V
Injection Control Pressure/Voltage @ Rated Speed and Full Load 2466 ± 145 psi (17.0 ± 1.0 MPa)
3.23 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Data To Be Taken At: High Idle, No Load, Stabilized Operating Temperature
Air Cleaner Restriction (High Idle, No Load), Max. 12.5 in H2O (0-3.13 kPa)
Fuel Inlet Restriction, Max. 6.0“ Hg Vacuum (20.3 kPa)
Crankcase Pressure Using Restrictor Tool ZTSE4039, Max. 6.0 in H2O (1.49 kPa)
Data To Be Taken At: Full Load, Rated Speed On Chassis Dynamometer Or Highway, Stabilized
Intake Manifold Pressure (Full Load, Rated Speed) 19.5 ± 2.0 psi (134 ± 14
kPa)@2300 rpm
7.8 ± 2.0 psi (54 ± 14 kPa)@1500 rpm
Smoke Level - Bosch Number (Full Load, Rated Speed) 1.0 @ 2300 rpm
Smoke Level - Bosch Number (Full Load, Peak Torque) 1.0 @ 1500 rpm
Dynamometer, At Full Load And Ambient Temperature Of 80°F (26.7°C) Or Above
Water Temperature Differential Across Radiator 6-12°F (3.3-6.6°C)
Lube Oil Pressure At Stabilized Operating Temperature
Low Idle, Min. 20-50 psi (103.4 kPa)
EGES175-1

ft·lbf torque @ 1450 rpm)
Table 3 International® DT 466E/210 hp @ 2300 rpm (520 ft·lbf torque @ 1500 rpm)
[Engine Unit Code 12NHC]
± 0.2V
Injection Control Pressure/Voltage @ High Idle No Load 1886 ± 290 psi (13.0 ± 2.0
MPa)2.55 ± 0.5V
3.23 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 3 International® DT 466E/210 hp @ 2300 rpm (520 ft·lbf torque @ 1500 rpm) (cont.)
Air Cleaner Restriction (Measured At The Engine Side Of The Air

Cleaner)
Fuel Inlet Restriction, Max. 6 in Hg Vacuum (20.3 kPa)
Data Taken At: Full Load, Rated Speed, On Chassis Dynamometer Or Highway, Stabilized
Intake Manifold Pressure (Full Load, Rated Speed), Max. 21.0 ± 2.0 psi (145 kPa ± 14 kPa)
@ 2300 rpm
Intake Manifold Pressure (Full Load, Peak Torque), Max.
9.0 ± 2.0 psi (62 ± 14 kPa) @ 1500 rpm
Exhaust Back Pressure (After Turbocharger) Max. 33 in H2O (8.2 kPa)
Smoke Level- Bosch Number (Rated Speed) 1.0 @ 2300 rpm

Smoke Level- Bosch Number (Peak Torque) 1.0 @ 1500 rpm
Low Idle (Min.) 20 - 50 psi (137-344 kPa)
EGES175-1

Table 4 International® DT 466E/230 hp @ 2300 rpm (605 ft·lbf torque @ 1500 rpm)
[Engine Unit Code 12NHD]
Turbocharger Part Number, (Wastegate) 1825457C91
± 0.2V
2.55 ± 0.5V
3.40 ± 0.4V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 4 International® DT 466E/230 hp @ 2300 rpm (605 ft·lbf torque @ 1500 rpm) (cont.)

Cleaner)
@ 2300 rpm
11.0 ± 2.0 psi (76 ± 14 kPa) @ 1500 rpm

Low Idle (Min.) 20-50 psi (137-344 kPa)
EGES175-1
International DT 466E HT/195 hp @ 2300 rpm (520

Table 5 International DT 466E HT/195 hp @ 2300 rpm (520 ft·lbf torque @ 1450 rpm)
International DT 466E HT/195 hp @ 2300 rpm (520 ft·lbf torque @ 1450 rpm)
[Engine Unit Code 12NHE OR 12NJJ]
International DT 466E HT Series Diesel Engine Specifications
Engine Model International DT 466E HT/A195
High Idle Speed – rpm With Manual Transmission 2550
High Idle Speed – rpm With Automatic Transmission / *World 2550/2450*

Transmission Only
Low Idle Speed – rpm 700
± 0.2V
2.37 ± 0.5V)
3.40 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 5 International DT 466E HT/195 hp @ 2300 rpm (520 ft·lbf torque @ 1450 rpm) (cont.)

Cleaner)
@ 2300 rpm
8.5 ± 2.0 psi (59 ± 14 kPa) @ 1450 rpm

EGES175-1

[Engine Unit Code 12NHG OR 12NJK]
Turbocharger Part Number 1826588C91 or 1825632C91
High Idle Speed – rpm With Automatic Transmission / *World 2550/2450*

Transmission Only
± 0.2V
2.37 ± 0.5V
3.49 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2300 rpm
11.0 ± 2.0 psi (76 ± 14 kPa) @ 1450 rpm

EGES175-1

[Engine Unit Code 12NHH OR 12NJL]
High Idle Speed – rpm With Automatic Transmission / **World 2550/2450**

Transmission Only
± 0.2V
2.20 ± 0.5V
3.92 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2300 rpm
12.3 ± 2.0 psi (85 ± 14 kPa) @ 1450 rpm

EGES175-1

[Engine Unit Code 12NHJ OR 12NJM]
Turbocharger Part Number, (Wastegate) 1826360C91 or 1825457C91
High Idle Speed – rpm With Automatic Transmission / **World 2550/2450**

Transmission Only
± 0.2V
2.20 ± 0.5V
3.92 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2300 rpm
12.3 ± 2.0 psi (85 ± 14 kPa) @ 1450 rpm

EGES175-1
International® 530E/250 hp @ 2000 rpm (800 ft·lbf

torque @ 1300 rpm)
Table 9 International® 530E/250 hp @ 2000 rpm (800 ft·lbf torque @ 1300 rpm)
International® 530E /250 hp @ 2000 rpm (800 ft·lbf torque @ 1300 rpm)
[Engine Unit Code 12NHL]
International® 530E Series Diesel Engine Specifications
Engine Model International® 530E/A250
High Idle Speed – rpm With Automatic Transmission 2425
± 0.2V
2.11 ± 0.5V
Injection Control Pressure/Voltage @ Rated Speed and Full Load 2611± 290 psi (18.0 ± 2.0 MPa)
3.40 ± 0.5V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 9 International® 530E/250 hp @ 2000 rpm (800 ft·lbf torque @ 1300 rpm) (cont.)

Cleaner)
@ 2000 rpm
16.0 ± 2.0 psi (110 ± 14 kPa) @ 1300 rpm

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NHK]
Engine Model International® 530E/AL275
± 0.2V
MPa)2.12 ± 0.5V
3.58 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2000 rpm
17.5 ± 2.0 psi (121 ± 14 kPa) @ 1300 rpm
Smoke Level-Bosch Number (Rated Speed) 1.0 @ 2000 rpm

Smoke Level-Bosch Number (Peak Torque) 1.0 @ 1300 rpm
EGES175-1

torque @ 1300 rpm)
International® 530E/275 hp @ 2000 rpm (860 ft·lbf torque @ 1300 rpm)
[Engine Unit Code 12NHN or 12NJD]
Engine Model International® 530E/AF275
± 0.2V
MPa)2.12 ± 0.5V
3.58 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2000 rpm
17.5 ± 2.0 psi (121 ± 14 kPa) @ 1300 rpm

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NHM]
± 0.2V
2.11 ± 0.5V
3.58 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2000 rpm
19.5 ± 2.0 psi (134 ± 14 kPa) @ 1300 rpm

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NJG]
Engine Model International® 530E/AL300
± 0.2V
1.86 ± 0.5V
3.32 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2000 rpm
17.5 ± 2.0 psi (121 ± 14 kPa) @ 1300 rpm

EGES175-1

torque @ 1300 rpm)
Table 14 International® 530E/300 hp @ 2000 rpm

(950 ft·lbf torque @ 1300 rpm)
[Engine Unit Code 12NHR]
± 0.2V
1.86 ± 0.5V
3.32 ± 0.3V )
Intake 0.025 in (0.635 mm)
EGES175-1
Table 14 International® 530E/300 hp @ 2000 rpm

(950 ft·lbf torque @ 1300 rpm) (cont.)

Cleaner)
@ 2000 rpm
19.5 ± 2.0 psi (134 ± 14 kPa) @ 1300 rpm

EGES175-1
International® 530E/300 hp @ 2000 rpm (1050

[Engine Unit Code 12NHP]
Engine Rating 300 BHP@ 2000 rpm
± 0.2V
1.86 ± 0.5V
3.49 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2000 rpm
22.5 ± 2.0 psi (155 ± 14 kPa) @ 1300 rpm

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NJH]
Engine Rating 320 BHP@ 2000 rpm
± 0.2V
1.86 ± 0.5V
3.32 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

Cleaner)
@ 2000 rpm
19.5 ± 2.0 psi (134 ± 14 kPa) @ 1300 rpm

EGES175-1
1998 Model Year

International DT 466E/175 hp @ 2300 rpm (430
Table 17 International DT 466E/175 hp @ 2300 rpm (430 ft·lbf torque @ 1500 rpm)
International DT 466E/175 hp @ 2300 rpm (430 ft·lbf torque @ 1500 rpm)
Federal 1998 Model Year
[Engine Unit Code 12NKA]
International DT 466E Series Diesel Engine Specifications
Engine Model International DT 466E/A175F
Turbocharger Part Number 1826344C91, 1826378C91
435 ± 75 psi (3 ± 0.5 MPa) 0.85

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
2176 ± 150 psi (15 ± 1 MPa) 2.9

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 17 International DT 466E/175 hp @ 2300 rpm (430 ft·lbf torque @ 1500 rpm) (cont.)
Data Taken At High Idle With No Load
Fuel Pressure (Minimum) 45 psi (310.3 kPa)
Fuel Inlet Restriction (Maximum) 6 in Hg Vacuum (20.3 kPa)
Crankcase Pressure [(Maximum) Requires Stabilized Operating

8.0 in H2O (2.0 kPa)
Temperature]
Data Taken At Full Load, Full Throttle Rated Engine Speed On Chassis Dynamometer Or Highway
(Check at Full Load, Rated Speed) - Max 25 in H2O (6.25 kPa)
18.5 ± 2 psi (127 kPa ± 14 kPa)

@ 2300 rpm
7.5 ± 2psi (52 ± 14 kPa) @ 1500 rpm
Smoke Level - Bosch Number, Rated Speed 1.0 @ 2300 rpm

Smoke Level - Bosch Number, Peak Torque 1.0 @ 1500 rpm
Water Temperature Differential Across Radiator 6–12°F (3.3–6.6°C)
Low Idle (Min.) 15 psi (103.4 kPa)
Rated Speed, Min. - Max. 40–70 psi (276–483 kPa)
EGES175-1

California 1998 Model Year
[Engine Unit Code 12NLA]
Engine Model International DT 466E/A175C
435 ± 75 psi (3 ± 0.5 MPa) 0.85

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
2176 ± 150 psi (15 ± 1 MPa) 2.9

± 3V
Intake 0.025 in (0.635 mm)
EGES175-1

8.0 in H2O (2.0 kPa)
Temperature]
Intake Manifold Pressure (Full Load, Rated Speed) 17.0 ± 2 psi (117 kPa ± 14 kPa)
@ 2300 rpm
6.5 ± 2 psi (45 ± 14 kPa) @ 1500 rpm
Exhaust Backpressure (After Turbocharger), Max. 41 in H2O (11.25 kPa)

EGES175-1

[Engine Unit Code 12NKB]

1826378C91
Injection Control Pressure/Voltage @ Low Idle No Load 435 ± 75 psi (3 ± 0.5MPa) 0.85
± 0.2V
Injection Control Pressure/Voltage @ High Idle No Load 1668 ± 300 psi (11.5 ± 2 MPa)
2.3 ± 0.5V
Injection Control Pressure/Voltage @ Rated Speed and Full Load 2466 ± 150 psi (17 ± 1 MPa) 3.25
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Crankcase Pressure [(Maximum) Requires Stabilized Operating 8.0 in H2O (2.0 kPa)
Temperature]
@ 2300 rpm
8.5 ± 2 psi (57 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NLB]

1826378C91
Injection Control Pressure/Voltage @ Low Idle No Load 435 ± 75 psi (3 ± 0.5 MPa) 0.85
± 0.2V
Injection Control Pressure/Voltage @ High Idle No Load 1668 ± 300 psi (11.5 ± 2 MPa)
2.3 ± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
8.5 ± 2 psi (57 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NKL]
Turbocharger Part Number 1825632C91, 1830645C91,

1826588C91, 1830735C91
± 0.2V
Injection Control Pressure/Voltage @ High Idle No Load 1740 ± 300 psi (12 ± 2 MPa) 2.4
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
9.5 ± 2 psi (66 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NLC]

1830645C91, 1830735C91
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
11.5 ± 2 psi (79 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NKD]
Turbocharger Part Number, (Wastgate) 1825457C91, 1826360C91,

1929920C91
Turbine A/R Ratio 1.11 w/g
± 0.2V
± 0.5V
Injection Control Pressure/Voltage @ Rated Speed and Full Load 2830 ± 150 psi (19.5 ± 1 MPa)
3.6 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
10.5 ± 2 psi (71 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NLD]
1825457C91, 1826360C91,
Turbocharger Part Number, (Wastegate)
1929920C91
435 ± 75 psi (3 ± 0.5 MPa) 0.85

± 0.2V
1740 ± 300 psi (12 ± 2 MPa) 2.4

± 0.5V
2828 ± 150 psi (19.5 ± 1 MPa)

3.7 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
24.0 ± 2 psi (165 kPa ± 14 kPa)

@ 2300 rpm
12.5 ± 2 psi (83 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NKE]
Engine Model International DT 466E HT/A190F
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
8.5 ± 2 psi (58 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NLE]
Engine Model International DT 466E HT/A190C
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
8.5 ± 2 psi (58 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NKG]

1826588C91
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
11.5 ± 2 psi (80 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NLD]

1826588C91
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
11.5 ± 2 psi (80 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NKH]
Turbocharger Part Number, (Wastegate) 1825457C91, 1826360C91,

1929920C91
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
12 ± 2 psi (83 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NLH ]
1825457C91, 1826360C941,
Turbocharger Part Number
1929920C91
435 ± 75 psi (3 ± 0.5 MPa) 0.85

± 0.2V
1305 ± 300 psi (9 ± 2 MPa) 1.9

± 0.5V
3046 ± 150 psi (21 ± 1 MPa) 3.9

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
24.0 ± 2 psi (165 kPa ± 14 kPa)

@ 2300 rpm
12 ± 2 psi (83 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NHJ]

1826588C91
± 0.2V
± 0.5V
Injection Control Pressure/Voltage @ Rated Speed and Full Load 2850 ± 150 psi (19.5 ± 1 MPa)
3.4 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
@ 2300 rpm
13 ± 2 psi (89 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NKJ]
Engine Rating 250 hp @ 2300 rpm

1826588C91
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
Intake Manifold Pressure (Full Load, Rated Speed) 26 ± 2 psi (179 kPa ± 14 kPa) @
2300 rpm
13 ± 2 psi (89 ± 14 kPa) @ 1500 rpm

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NKL]
Engine Model International® 530E/A250F
Turbocharger Part Number, (Wastegate) 1826361C91, 1826363C91
Injection Timing nonadjustable
580 ± 150 psi (4 ± .5 MPa) 1.00

± .2V
1233 ± 300 psi (8.5 ± .2 MPa)1.80

± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.1

± 0.3V
Intake And Exhaust Valve Clearance (Engine Off — Hot Or Cold)
Intake 0.025 in (0.635 mm)
EGES175-1
Fuel Pressure (Minimum) 20 psi (138 kPa)

6.0 in H2O (1.49 kPa)
Temperature]
22 ±2 psi (152 kPa ± 14kPa) @

2000
15 ± 2 psi (104 kPa ± 14 kPa) @ 1300

Lube Oil Pressure At Operating Temperature
Rated Speed, Min. - Max. 40–70 psi (276-483 kPa)
EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NLL]
Engine Model International® 530E/A250C
580 ± 150 psi (4 ± .5 MPa)1.00

± 0.2V
1305 ± 300 psi (9.0 ± .2 MPa)

1.90 ± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
22 ±2 psi (153 kPa ± 14kPa) @

2000
15 ± 2 psi (104 kPa ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NKR]
Engine Model International® 530E/AL275F
Injection Timing Non–adjustable
580 ± 150 psi (4 ± 0.5 MPa) 1.00

± 0.2V
1233 ± 300 psi (8.5 ±2 MPa) 1.8

± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
24 ± 2 psi (164 kPa ± 14 kPa) @

2000
15 ± 2 psi (105 kPa ± 14 kPa) @ 1300

Water Temperature Differential Across Radiator
EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NLR]
Engine Model International® 530E/AL275C
580 ± 150 psi (4 ± .5 MPa) 1.00

± 0.2V
1450 ± 300 psi (10 ± 2 MPa) 2.05

± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
Air Cleaner Restriction (Full Load, Rated Speed), Max 25 in H2O (6.25 kPa)
24 ± 2 psi (164 kPa ± 14 kPa) @

2000
15 ± 2 psi (105 kPa ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NKN]
Engine Model International® 530E/AF275F
Injection Timing Non-adjustable
450 ± 75 psi (3 ± .5 MPa) 0.6 ±

0.2V
1300 ± 300 psi (8.5 ± 2 MPa) 1.7

± 0.5V
3200 ± 300 psi (22 ± 2 MPa) 3.8

± 0.5V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
23 ± 2 psi (158 kPa ± 14 kPa) @

2000
16.5 ± 2 psi (114 kPa ± 14 kPa) @ 1300

Rated Speed, Min. - Max. 40 – 70 psi (276-483 kPa)
EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NLP]
Engine Model International® 530E/AF275C
580 ± 150 psi (4 ± 0.5 MPa) 1.0 ±

0.2V
1450 ± 300 psi (10 ± 2 MPa) 2.05

± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
23 ± 2 psi (158 kPa ± 14 kPa) @

2000
16.5 ± 2 psi (114 kPa ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NKM]
Injection Timing Non–Adjustable
High Idle Speed — rpm with manual transmission 2200 rpm
High Idle Speed — rpm with automatic transmission 2200 rpm
Low Idle Speed — rpm 700 rpm
580 ± 150 psi (4 ± 0.5 MPa) 1.0

± 0.2V
1450 ± 300 psi (10 ± 2 MPa) 2.05

± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
23 ± 2 psi (158 kPa ± 14 kPa) @

2000
16.5 ± 2 psi (113 kPa ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NHLM]
580 ± 150 psi (4 ± 1.0 MPa)

1.0 ± 0.2V)
1160 ± 300 psi (8 ± 2 MPa)

1.70 ± 0.5V
3191 ± 150 psi (22 ± 1 MPa)

4.10 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
23 ± 2 psi (158 kPa ± 14

Intake Manifold Pressure (Full Load, Rated Speed) kPa) @ 2000
Intake Manifold Pressure (Full Load, Peak Torque) 16.5 ± 2 psi (113 kPa ± 14 kPa) @
1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NKU]
Engine Model International® 530E/AL300F
580 ± 150 psi (4 ± 1 MPa) 1.0 ±

0.2V
1305 ± 300 psi (9 ± 2 MPa) 1.9 ±

0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
Intake Manifold Pressure (Full Load, Rated Speed) 25 ± 2 psi (174 ± 14 kPa) @ 2000
Intake Manifold Pressure (Full Load, Peak Torque) 16 ± 2 psi (111 ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NLU]
Engine Model International® 530E/AL300C
580 ± 150 psi (4 ± 1 MPa) 1.0 ±

0.2V
1305 ± 300 psi (9 ± 2 MPa) 1.9 ±

0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NKV]
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
Intake Manifold Pressure (Full Load, Rated Speed) 23.5 ± 2 psi (162 ± 14 kPa) @
2000
18.5 ± 2 psi (127 ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NLT]
Injection Control Pressure/Voltage @ Low Idle No Load 580 ± 150 psi (4 ± 1.0 MPa)1.0
± 0.2V
± 0.5V
± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
2000
18.5 ± 2 psi (127 ± 14 kPa) @ 1300

EGES175-1

[Engine Unit Code 12NKS]
580 ± 150 psi (4 ± 1.0 MPa) 1.0 ±

0.2V
1160 ± 300 psi (8 ± 2 MPa) 1.7 ±

0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
Intake Manifold Pressure (Full Load, Rated Speed) 23.5 ± 2 psi (163 ± 14 kPa) @ 2000

EGES175-1

[Engine Unit Code 12NLS]
580 ± 150 psi (4 ± 1.0 MPa) 1.0 ±

0.2V
1160 ± 300 psi (8 ± 2 MPa) 1.7 ±

0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NKX]
580 ± 150 psi (4 ± 1 MPa) 1.0 ±

0.2V
1450 ± 300 psi (10 ± 2 MPa) 2.05

± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
Intake Manifold Pressure (Full Load, Peak Torque) 19.5 ± 2 psi (134 ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NLX]
580 ± 150 psi (4 ± 1 MPa) 1.0 ±

0.2V
1450 ± 300 psi (10 ± 2 MPa) 2.05

± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.10

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]

EGES175-1
1999 Model Year

ft·lbs torque @ 1500 rpm)
Table 49 International DT 466E/175 HP @ 2300 rpm (430 ft·lbs torque @ 1500 rpm)
International DT 466E/175 hp @ 2300 rpm (430 ft·lbs torque @ 1500 rpm)
[Engine Unit Code 12NHA]
DT 466E Series Diesel Engine Specifications
Engine Model DT 466E/B175
Injection Timing Non-Adjustable
435 ± 75 psi (3 ± 0.5 MPa) 0.85 ±

0.2V
1595 ± 300 psi (11 ± 2 MPa) 2.1 ±

0.5V
2850 ± 150 psi (19.5 ± 1 MPa) 3.4

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 49 International DT 466E/175 HP @ 2300 rpm (430 ft·lbs torque @ 1500 rpm) (cont.)
Fuel Inlet Restriction (Maximum) 6 in Hg. Vacuum (20.3 kPa)

6.0 in H2O (1.49 kPa)
Temperature]
Data Taken At Full Load, Full Thottle Rated Engine Speed On Chassis Dynamometer Or Highway
18.0 ± 2 psi (124 kPa ± 14 kPa) @

2300 rpm
7 ± 2 psi (47 ± 14 kPa) @ 1500 rpm

EGES175-1

[Engine Unit Code 12NHB]
1826344C91
1826378C91
435 ± 75 psi (3 ± 0.5 MPa) 0.85 ±

0.2 V
1595 ± 300 psi (11 ± 2 MPa) 2.1 ±

0.5 V
3000 ± 150 psi (21 ± 1.0 MPa) 3.65

± 0.3 V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
19 ± 2 psi (128 ± 14 kPa @ 2300

rpm
9.5 ± 2 psi (64 ± 14 kPa @ 1500 rpm

Lube Oil Pressure At Operating Temperature (stabilized)
EGES175-1

[Engine Unit Code 12NHC]
1825632C91
1830645C91
1826588C91
1830735C91
435 ± 75 psi (3.0 ± 0.5 MPa) 0.85

± 0.2 V
1595 ± 300 psi (11.0 ± 2.0 MPa)

2.1 ± 0.5 V
3410 ± 150 psi (23.5 ± 1.0 MPa)

4.1 ± 0.3 V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
24 ± 2 psi (162 ± 14 kPa) @ 2300

rpm
10.5 ± 2 psi (71 ± 14 kPa) @ 1500 rpm

Water Temperature Differential Across Radiator 6 – 12°F (3.3 – 6.6°C)
Rated Speed, Min. - Max. 40 — 70 psi (276–483 kPa)
EGES175-1

[Engine Unit Code 12NHD]
1830494C91, 1830495C91,
1830496C91 1830637C91
Turbine A/R Ratio .89 w/g
435 ± 75 psi (3.0 ± 0.5 MPa) 0.85

± 0.2 V
1235 ± 300 psi (8.5 ± 2 MPa) 1.75

± 0.5 V
3410 ± 150 psi (23.5 ± 1.0 MPa)

4.1 ± 0.3 V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
23.5 ± 2 psi (159 ± 14 kPa) @

2300 rpm
14 ± 2 psi (94.5 ± 14 kPa) @ 1450 rpm

Water Temperature Differential Across Radiator 6 – 12°F (3.3 – 6.6°C) Max
Rated Speed, Min. - Max. 40 — 70 psi (276–483 kPa)
EGES175-1

Table 53 International DT 466E HT/195 HP @ 2300 rpm (520 ft·lbs torque @ 1450 rpm)
International DT 466E HT/195 hp @ 2300 rpm (520 ft·lbs torque @ 1450 rpm)
[Engine Unit Code12NHE]
Engine Model DT 466E HT/B195
2550 (2450, world transmission

High Idle Speed — rpm with automatic transmission
only)
435 ± 75 psi (3.0 ± 0.5 MPa) 0.85

± 0.2 V
1595 ± 300 psi (11.0 ± 2. MPa)

2.1 ± 0.5 V
3000 ± 150 psi (21.0 ± 1.0 MPa)

3.65 ± 0.3 V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 53 International DT 466E HT/195 HP @ 2300 rpm (520 ft·lbs torque @ 1450 rpm) (cont.)

6.0 in H2O (1.49 kPa)
Temperature]
22 ± 2 psi (149 ± 14 kPa) @ 2300

rpm
10 ± 2 psi (67.5 ± 14 kPa) @ 1450 rpm

Water Temperature Differential Across Radiator 6 — 12°F (3.3 — 6.6°C)
EGES175-1

Table 54 International DT 466E HT/210 HP @ 2300 rpm (605 ft·lbs torque @ 1450 rpm)
[Engine Unit Code 12NHG]
Engine Model DT 466E HT/BH210
2550 (2450, world transmission

only)
435 ± 75 psi (3.0 ± 0.5 MPa) 0.85

± 0.2 V
1595 ± 300 psi (11.0 ± 2 MPa) 2.1

± 0.5 V
3410 ± 150 psi (23.5 ± 1.0 MPa)

4.1 ± 0.3 V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 54 International DT 466E HT/210 HP @ 2300 rpm (605 ft·lbs torque @ 1450 rpm) (cont.)

6.0 in H2O (1.49 kPa)
Temperature]
24 ± 2 psi (162 ± 14 kPa) @ 2300

rpm
12 ± 2 psi (81 ± 14 kPa) @ 1450 rpm

Water Temperature Differential Across Radiator 6 – 12°F (3.3 – 6.6°C)
40–70 psi (276–483 kPa)

Rated Speed, Min. - Max.
EGES175-1

Table 55 International DT466E HT/230 HP @ 2300 rpm (660 ft·lbs torque @ 1450 rpm)
[Engine Unit Code 12NHH]
Engine Model DT 466E HT/BH230
1830493C91, 1830494C91,
1830495C91, 1830496C91
435 ± 75 psi (3.0 ± 0.5 MPa) 0.85

± 2.0 MPa) 0.85 ± 0.2 V
1235 ± 300 psi (8.5 ± 2 MPa) 1.75

± 0.5 V
3410 ± 150 psi (23.5 ± 1 MPa) 4.1

± 0.3 V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 55 International DT466E HT/230 HP @ 2300 rpm (660 ft·lbs torque @ 1450 rpm) (cont.)

6.0 in H2O (1.49 kPa)
Temperature]
23.0 ± 2.0 psi (155 ± 14 kPa) @

2300 rpm
15.0 ± 2.0 psi (101 ± 14 kPa) @ 1450 rpm

1.0 @ 2300 rpm

1.0 @ 1450 rpm
EGES175-1

[Engine Unit Code 12NHJ]
Engine Model DT 466E HT/B250
1830493C91, 1830494C91,
1830495C91, 1830496C91
Injection Timing Non–Adjustalbe
2550 (2450, World Transmission

only)
435 ± 75 psi( 3.0 0.5 MPa) 0.85

± 0.2 V
1235 ± 300 psi (8.5 ± 2.0 MPa)

1.75 ± 0.5 V
3410 ± 150 psi (23.5 ± 1.0 MPa)

4.1 ± 0.3 V
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
23.0 ± 2.0 psi (155 ± 14 kPa) @

2300 rpm
15.0 ± 2.0 psi (101 ± 14 kPa) @ 1450 rpm

Rated Speed, Min. - Max. 40 – 70 psi (276–483 kPa)
EGES175-1
International® 530E/250 hp @ 2000 rpm (800 ft·lbs

torque @ 1300 rpm)
Table 57 International® 530E/250 HP @ 2000 rpm (800 ft·lbs torque @ 1300 rpm)
International® 530E/250 hp @ 2000 rpm (800 ft·lbs torque @ 1300 rpm)
[Engine Unit Code 12NHL]
Engine Model The International® 530E/B250
450 ± 75 psi (3 ± 0.5 MPa) (0.6 ±

0.2V)
1300 ± 300 psi (8.5 ± 2 MPa) (1.7

± 0.5V)
3200 ± 300 psi (22 ± 2 MPa) (3.8

± 0.5V)
Intake 0.025 in (0.635 mm)
EGES175-1
Table 57 International® 530E/250 HP @ 2000 rpm (800 ft·lbs torque @ 1300 rpm) (cont.)

6.0 in H2O (1.49 kPa)
Temperature]
22.5 ± 2 psi (155 kPa ± 14 kPa)

@ 2000
16.0 ± 2 psi (110 kPa ± 14 kPa) @ 1300

Rated Speed, Min. - Max. 40–70 psi
EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NHK]
Engine Model International® 530E/BL275
Injection Control Pressure/Voltage @ Low Idle No Load 450 ± 75 psi (3 ± .5mpa) (.6 ± .2V)
1300 ± 300 psi (8.5 ± 2 mpa) (1.7

± .5V)
3200 ± 300 psi (22 ± 2 mpa) (3.8

± .5V)
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
23.5 psi ± 2 psi (162 kPa ± 14

kPa) @ 2000
16.0 psi ± 2 psi (110 kPa ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NHN]
Engine Model International® 530E/B275
Injection Control Pressure/Voltage @ Low Idle No Load 450 ± 75 psi (3 ± .5 MPa)(.6 ± .2V)
1300 ± 300 psi (8.5 ± 2 MPa)(1.7

± .5V)
3200 ± 300 psi (22 ± 2 MPa)(3.8

± .5V)
EGES175-1
Intake 0.025 in (0.635 mm)

6.0 in H2O (1.49 kPa)
Temperature]
23.5 psi ± 2 psi (162 kPa ± 14 kPa)

@ 2000
17.5 psi ± 2 psi (121 kPa ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NHM]
Engine Model International® 530E/BH275
450 ± 75 psi (3 ± 0.5 MPa)(0.6 ±

0.2V)
1300 ± 300 psi (8.5 ± 2 MPa)(1.7

± .5V)
3200 ± 300 psi (22 ± 2 MPa)(3.8

± 0.5V)
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
23.5 ± 2 psi (162 kPa ± 14 kPa)

@ 2000
19.5 ± 2 psi (134 kPa ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NJG]
Engine Model International® 530E/BL300
450 ± 75 psi (3 ± 0.5 MPa) (0.6 ±

0.2V)
1300 ± 300 psi (8.5 ± 2 MPa) (1.7

± 0.5V)
3200 ± 300 psi (22 ± 2 MPa) (3.8

± 0.5V)
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]
Intake Manifold Pressure (Full Load, Rated Speed) 23.5 2 psi (162 ± 14 kPa) @ 2000
Intake Manifold Pressure (Full Load, Peak Torque) 17.5 2 psi (121 ± 14 kPa) @ 1300

EGES175-1

torque @ 1300 rpm)
[Engine Unit Code 12NHR]
International® 530ESeries Diesel Engine Specifications
Injection Control Pressure/Voltage @ Low Idle No Load 450 ± 75 psi (3 ± .5 MPa) (.6 ±
.2V)
Injection Control Pressure/Voltage @ High Idle No Load 1300 ± 300 psi (8.5 ± .5 MPa)
(1.7 ± .5V)
Injection Control Pressure/Voltage @ Rated Speed and Full Load 3200 ± 300 psi (22 ± 2 MPa) (3.8
± .5V)
Intake 0.025 in (0.635 mm)
EGES175-1
Temperature]
2000
19.5 ± 2 psi (134 ± 14 kPa) @ 1300

EGES175-1

[Engine Unit Code 12NHP]
International®530E Series Diesel Engine Specifications
Engine Model International®530E/B300
500 ± 75 psi (3.5 ± 0.5 MPa)(0.85

± 0.2V)
1300 ± 300 psi (8.5 ± 2 MPa)(1.7

± 0.5V)
3200 ± 300 psi (22 ± 2 MPa)(3.8

± 0.5V)
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]

EGES175-1
International® 530E HT/320 hp @ 2000 rpm (950

International®530E/320 hp @ 2000 rpm (950 ft·lbs torque @ 1300 rpm)
[Engine Unit Code 12NJH]
450 ± 75 psi (3 ± 0.5 MPa)(0.6 ±

0.2V)
1300 ± 300 psi (8.5 ± 2 MPa)(1.7

± 0.5V)
3200 ± 300 psi (22 ± 2 MPa)(3.8

± 0.5V)
Intake 0.025 in (0.635 mm)
EGES175-1

6.0 in H2O (1.49 kPa)
Temperature]

EGES175-1
2000 Model Year

[Engine Unit Code 12NMA]
Engine Model International DT 466E/C175
Injector Part Number, Original Equipment 1830560C2
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1595 ± 300 psi (11.0 ± 2 MPa)

2.2 ± 0.5V
3046 ± 150 psi (21 ± 1 MPa) 4.0

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Fuel Pressure, Min. 45 psi (310.3 kPa)
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
7.5 ± 2 psi (52 ± 14 kPa) @ 1400 rpm
Low Idle, Min. 15 psi (103.4 kPa)
Minimum Cranking rpm Required to Start the Engine 150 rpm
Minimum Battery Voltage Required to Start the Engine 7 Volts
Minimum ICP Pressure / Voltage Required to Start the Engine 870 psi / 1.25 Volts
EGES175-1

[Engine Unit Code 12NMB]
Injector Part Number, Original Equipment 1830560C2
High Idle Speed– rpm with manual transmission 2775
High Idle Speed– rpm with automatic transmission 2775
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
3046 ± 150 psi (21 ± 1 MPa) 4.0

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
8.5 ± 2 psi (59 ± 14 kPa) @ 1400 rpm
EGES175-1

[Engine Unit Code 12NMC]
Turbocharger Part Number (Wastegate) 1830493C91
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
3408 ± 150 psi (23.5 ± 1 MPa)

4.4 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
11.0 ± 2 psi (76 ± 14 kPa) @ 1400 rpm
EGES175-1

[Engine Unit Code 12NMD]
Turbocharger Part Number (Wastegate) 1830497C91,
Low Idle Speed– rpm 700
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1305 ± 300 psi (9 ± 2 MPa) 1.9

± 0.5V
3408 ± 150 psi (23.5 ± 1 MPa)

4.4 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
11.5 ± 2 psi (76 ± 14 kPa) @ 1400 rpm
EGES175-1

[Engine Unit Code 12NME]
International DT 466E
Engine Model
HT/CH195
Turbocharger Part Number 1825632C91,
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
3046 ± 150 psi (21 ± 1 MPa) 4.0

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
23.5 ± 2 psi (162 ± 14 kPa) @

2300 rpm
10.0 ± 2 psi (69 ± 14 kPa) @ 1400 rpm
EGES175-1

[Engine Unit Code 12NMG]
Engine Model
HT/CH215
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1668 ± 300 psi (11.5 ± 2 MPa)

2.3 ± 0.5V
3118 ± 150 psi (21.5 ± 1 MPa)

4.0 ± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
21.5 ± 2 psi (148 ± 14 kPa) @

2300 rpm
12.5 ± 2 psi (86± 14 kPa) @ 1400 rpm
EGES175-1

Table 71
[Engine Unit Code 12NMH]
Engine Model
HT/CH230
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1305 ± 300 psi (9.0± 2 MPa) 1.9

± 0.5V
3408 ± 150 psi (23 ± 1 MPa) 4.4

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
22.0 ± 2 psi (152 ± 14 kPa) @

2300 rpm
12.5 ± 2 psi (86± 14 kPa) @ 1400 rpm
EGES175-1

International DT 466E /250 hp @ 2300 rpm (660 ft·lbf torque @ 1400 rpm)
[Engine Unit Code 12NMJ]
Engine Model International DT 466E /C250
Turbocharger Part Number (Wastegate) 1830497C91
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1305 ± 300 psi (9.0± 2 MPa) 1.9

± 0.5V
3408 ± 150 psi (23 ± 1 MPa) 4.4

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
22.5 ± 2 psi (155 ± 14 kPa) @

2300 rpm
14.0 ± 2 psi (96.5 ± 14 kPa) @ 1400 rpm
EGES175-1
International DT466E HT/250 hp @ 2300 rpm (800

Table 73 International DT466E HT/250 hp @ 2300 rpm (800 ft·lbf torque @ 1400 rpm)
[Engine Unit Code 12NMK]
Engine Model
HT/CH250
435 ± 75 psi (3 ± 0.5 MPa) 0.8

± 0.2V
1305 ± 300 psi (9.0± 2 MPa) 1.9

± 0.5V
3408 ± 150 psi (23 ± 1 MPa) 4.4

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 73 International DT466E HT/250 hp @ 2300 rpm (800 ft·lbf torque @ 1400 rpm) (cont.)
22.5 ± 2 psi (155 ± 14 kPa) @

2300 rpm
18.0 ± 2 psi (124 ± 14 kPa) @ 1400 rpm
EGES175-1

torque @ 1200 rpm)
[Engine Unit Code 12NMX]
Engine Model International® 530E/C275
High Idle Speed – rpm with manual transmission 2425
High Idle Speed – rpm with automatic transmission 2425
435 ± 75 psi (3 ± 0.5 MPa) 0.8 ±

Injection Control Pressure/Voltage @ Low Idle, No Load
0.2V
1305 ± 300 psi (9 ± 2 MPa) 1.9 ±

Injection Control Pressure/Voltage @ High Idle, No Load
0.5V
3408 ± 150 psi (23.5 ± 1 MPa) 4.4

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
24 ± 2 psi (164 kPa ± 14 kPa) @

2000
15 ± 2 psi (105 kPa ± 14 kPa) @ 1300
Rated Speed, Min.-Max. 40-70 psi (276-483 kPa)
EGES175-1

torque @ 1200 rpm)
[ Engine Unit Code 12NMM / 12NMN ]
Engine Model International® 530E/CH275
435 ± 150 psi (3 ± 1 MPa) 0.8 ±

0.2V
1160 ± 300 psi (8 ± 2 MPa) 1.7 ±

0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
22.5 ± 2 psi (155 ± 14 kPa) @

2000
17 ± 2 psi (117 ± 14 kPa) @ 1200
EGES175-1

torque @ 1200 rpm)
[Engine Unit Code 12NMU]
Engine Model International® 530E/CL300
580 ± 150 psi (4 ± 1 MPa)1.0 ±

0.2V
1233 ± 300 psi (8.5 ± 2 MPa)1.8

± 0.5V
3191 ± 150 psi (22 ± 1 MPa)4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
23.5 ± 2 psi (162 ± 14 kPa) @

2000
17 ± 2 psi (117 ± 14 kPa) @ 1200
EGES175-1

torque @ 1200 rpm)
[Engine Unit Code 12NMT]
580 ± 150 psi (4 ± 1 MPa)1.0 ±

0.2V
1233 ± 300 psi (8.5 ± 2 MPa)1.8

± 0.5V
3191 ± 150 psi (22 ± 1 MPa)4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
23.0 ± 2 psi (158 ± 14 kPa) @

2000
19.0 ± 2 psi (131 ± 14 kPa) @ 1200
EGES175-1

torque @ 1200 rpm)
[Engine Unit Code 12NMW]
508 ± 150 psi (3.5 ± 1 MPa)0.9 ±

0.2V
1378 ± 300 psi (9.5 ± 2 MPa)2.0

± 0.5V
3191 ± 150 psi (22 ± 1 MPa)4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
24.0 ± 2 psi (165 ± 14 kPa) @

2000
20.0 ± 2 psi (138 ± 14 kPa) @ 1200
EGES175-1

torque @ 1200 rpm)
Table 79 International® 530E /280 hp @ 2000 rpm (950 ft·lbf torque @ 1200 rpm)
[Engine Unit Code 12NMP]
580 ± 150 psi (4 ± 1 MPa)1.0 ±

0.2V
1233 ± 300 psi (8.5 ± 2 MPa)1.8

± 0.5V
3191 ± 150 psi (22 ± 1 MPa)4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 79 International® 530E /280 hp @ 2000 rpm (950 ft·lbf torque @ 1200 rpm) (cont.)
23.0 ± 2 psi (158 ± 14 kPa) @

2000
21.5 ± 2 psi (148 ± 14 kPa) @ 1200
EGES175-1

torque @ 1200 rpm)
Table 80 International® 530E /300 hp @ 2000 rpm (950 ft·lbf torque @ 1200 rpm)
[Engine Unit Code 12NMS]
580 ± 150 psi (4 ± 1 MPa)1.0 ±

0.2V
1233 ± 300 psi (8.5 ± 2 MPa)1.8

± 0.5V
3191 ± 150 psi (22 ± 1 MPa)4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 80 International® 530E /300 hp @ 2000 rpm (950 ft·lbf torque @ 1200 rpm) (cont.)
23.5 ± 2 psi (162 ± 14 kPa) @

2000
19.0 ± 2 psi (131 ± 14 kPa) @ 1200
EGES175-1

Table 81 International® 530E HT/300 hp @ 2000 rpm (1050 ft·lbf torque @ 1200 rpm)
International® 530E HT/300 hp @ 2000 rpm (1050 ft·lbf torque @ 1200 rpm)
[Engine Unit Code 12NMR]
Engine Model International® 530E HT/CH300
580 ± 150 psi (4 ± 1 MPa)1.0 ±

0.2V
1233 ± 300 psi (8.5 ± 2 MPa)1.8

± 0.5V
3191 ± 150 psi (22 ± 1 MPa)4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 81 International® 530E HT/300 hp @ 2000 rpm (1050 ft·lbf torque @ 1200 rpm) (cont.)
23.0 ± 2 psi (158 ± 14 kPa) @

2000
21.5 ± 2 psi (148 ± 14 kPa) @ 1200
EGES175-1

Table 82 International® 530E HT/330 hp @ 2000 rpm (1150 ft·lbf torque @ 1300 rpm)
International® 530E HT/330 hp @ 2000 rpm (1150 ft·lbf torque @ 1300 rpm)
[Engine Unit Code 12NMV]
Engine Model International® 530E HT/CH330
580 ± 150 psi (4 ± 1 MPa)1.0 ±

0.2V
1233 ± 300 psi (8.5 ± 2 MPa) 1.8

± 0.5V
3191 ± 150 psi (22 ± 1 MPa) 4.1

± 0.3V
Intake 0.025 in (0.635 mm)
EGES175-1
Table 82 International® 530E HT/330 hp @ 2000 rpm (1150 ft·lbf torque @ 1300 rpm) (cont.)
23.5 ± 2 psi (162 ± 14 kPa) @

2000
23.5 ± 2 psi (162 ± 14 kPa) @ 1300
EGES175-1
3 ELECTRONIC CONTROL SYSTEM DIAGNOSTICS 269
Table of Contents
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .273
Electronic Control System Diagnostic form EGED 185–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .274
Diagnostic Trouble Code Circuit Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .280
SENSOR AND ACTUATOR LOCATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283
DIAGNOSTIC PROCEDURES FOR THE ELECTRONIC CONTROL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .285

Sensor And Actuator Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .285
Connector Voltage Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .285
Connector Checks To Ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
Harness Resistance Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
Master Diagnostics Tests For Three Wire Pressure And Aps/ivs Sensors. . . . . . . . . . . . . . . . . . . . . . . .286
Open Circuit Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287
VREF Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287
Sensor Ground Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288
Master Diagnostics Tests For Two Wire Temperature Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289
Sensor Ground Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289
Operational Voltage Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289
Circuit Function And Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292

Accelerator Position Sensor And Idle Validation Switch (APS/IVS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292
Signal Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292
Fault Detection and Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292
Extended Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
Accelerator Position Sensor (APS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
APS Auto-Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
Idle Validation Switch (IVS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
ECM Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
ATA Communications (Data Communications Link, ATA Link). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304
Fault Detection and Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304
Barometric Pressure (BAP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .316
Fault Detection / Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .316
Extended Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .319
Brake Switch Circuits (Brake). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
Signal Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
Service Brake Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
Hydraulic Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326
Service Brake Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326
Before Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326
Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326
Camshaft Position Sensor (CMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331
EGES175-1
270 3 ELECTRONIC CONTROL SYSTEM DIAGNOSTICS

Change Oil Lamp (COL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .337
Electronic Control Module Power Supply (ECM PWR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342
Circuit Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342
ECM Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345
Before Performing any Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345
ECM Self Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .349
ECM Self Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .350
Electronic Pressure Governor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .353
Engine Coolant Level System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358
Signal Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358
Coolant Level Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358
Coolant Level Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .361
Plastic Surge Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .362
Steel Surge Tanks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .362
Programming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .362
Engine Coolant Temperature Sensor (ECT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .365
Engine Crank Inhibit System (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
Signal Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
Electronic Control Module (ECM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
Engine Crank Inhibit Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
Start Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
Clutch Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
Neutral Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
WTEC VIM Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .375
System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .378
Electronic Control Module (ECM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .378
Engine Crank Inhibit Relay (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .378
Start Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .378
EGES175-1
Engine Data Line with Allison AT/MT Transmission (EDL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383

Fault Detection/management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383
Wide Open Throttle Mode Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
Closed Throttle Mode Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
ECM Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
Engine Diagnostics Switch and Engine Warning Light. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
Signal Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
Engine Fan Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
Engine Oil Pressure Sensor (EOP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
Engine Oil Temperature Sensor (EOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .407
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .413
System Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .413
Injection Control Pressure Sensor (ICP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415
Injector Drive Circuits (INJ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .421
ECM Injector Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423
Injection Pressure Regulator (IPR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
Output Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
Injection Pressure Regulation System (IPR_SYS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
System Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
ECM Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
Intake Air Temperature Sensor (IAT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Manifold Absolute Pressure Sensor (MAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
EGES175-1

Oil Water Lamp (OWL) and Engine Warning and Protection System (EWPS). . . . . . . . . . . . . . . . . . . . .449
Radiator Shutter Enable (RSE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .458
Remote Accelerator Position Sensor (RPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .462
Signal Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .462
Pedal Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .462
Remote PTO Speed Control (RPTO). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471
System Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471
Speed Control Command Switches (SCCS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .476
Signal Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .476
Tachometer Output Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .482
Circuit Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .482
Extended Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .484
Two Speed Axle Speedometer Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .486
Diagnostic Trouble Code Detection / Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .486
Vehicle Retarder (VRE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .497
Voltage Reference (VREF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .508
Vehicle Speed Sensor Signal (VSS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .512
Signal Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .512
ECM Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .515
EGES175-1
INTRODUCTION 1. Function diagram and text

This section includes the following information for all 2. Circuit diagram and diagnostic tests to diagnose
diagnostic tests described in this manual: DTCs and verify circuit functions
1. Electronic Control System Diagnostic Form 3. Extended Description (For function and operation
EGED 185-2 of circuits and components; ECM diagnostics, and
DTCs)
2. DTC circuit index
4. Truck cab wiring diagrams
NOTE: The DTC circuit index (Table 83) can be
used to find the diagnostic section for each DTC Electronic Control System Diagnostic Form EGED
listed. 185–2 is available in 50 sheet pads from:
International® Truck and Engine Corporation
3. Sensor and actuator locations
Printing, Procurement and Distribution
4. Diagnostic procedures for the Electronic Control 61 Clark Road north
System Battle Creek, MI 49015
269-968-4856
5. Circuit function and diagnostics
Circuit function and diagnostics
Circuit function and diagnostics includes 34 diagnostic
sections; each section pertains to a specific ECM
circuit or function and has the following structure:
EGES175-1
Electronic Control System Diagnostic form EGED

185–2
Figure 134 Electronic Control Systems Diagnostic form 185–2 (front side)
EGES175-1
The front side of form EGED 185-2 includes

Diagnostic Trouble Codes (DTCs), circuit indexes,
conditions, and possible causes.
Figure 135 Left front side of form 185–2
EGES175-1
Figure 136 Right front side of form 185–2
EGES175-1
Figure 137 Electronic Control Systems Diagnostic form 185–2 (rear side)
The left rear side of form EGED 185-2 provides a The right rear side of form EGED 185-2 provides
circuit diagram for electronic components mounted on signal values for all electronic sensors, switches, and
the engine, vehicle, and in the cab. circuit components.
EGES175-1
Figure 138 Left rear side of form 185–2
EGES175-1
Figure 139 Right rear side of form 185–2
EGES175-1
Diagnostic Trouble Code Circuit Index
Table 83 Diagnostic Trouble Code (DTC) Circuit Index

SEC. 3 PAGE
DTC PID SID FMI CIRCUIT INDEX DIAGNOSTIC TROUBLE CODE DESCRIPTION
NO.
111 (page 350) ECM No Errors Detected - DTC Only
112 168 0 3 (page 345) ECM_PWR Electrical System B+ Voltage Out of Range High
113 168 0 4 (page 345) ECM_PWR Electrical System B+ Voltage Out of Range Low
114* 110 0 4 (page 372) ECT Engine Coolant Temperature Signal Out of Range Low
115* 110 0 3 (page 372) ECT Engine Coolant Temperature Signal Out of Range High
121* 102 0 3 (page 443) MAP Intake Manifold Absolute Pressure Signal Out of Range High
122* 102 0 4 (page 443) MAP Intake Manifold Absolute Pressure Signal Out of Range Low
123* 102 0 2 (page 443) MAP Intake Manifold Absolute Pressure in Range DTC
124* 164 0 4 (page 419) ICP Injection Control Pressure Signal Out of Range Low
125* 164 0 3 (page 419) ICP Injection Control Pressure Signal Out of Range High
131* 91 0 4 (page 280) APS/IVS Accelerator Position Signal Out of Range Low
132* 91 0 3 (page 280) APS/IVS Accelerator Position Signal Out of Range High
133* 91 0 2 (page 280) APS/IVS Accelerator Position Signal in Range DTC M
134* 91 0 7 (page 300) APS/IVS Accelerator Position and Idle Validation Switch disagree
135* 0 230 11 (page 300) APS/IVS Idle Validation Switch Circuit DTC
141 84 0 4 (page 515) VSS Vehicle Speed Signal Out of Range Low
142 84 0 3 (page 515) VSS Vehicle Speed Signal Out of Range High
143 0 21 2 (page 334) CMP Incorrect Number of CMP Signal Transitions per Cam Revolution
144 0 21 8 (page 334) CMP CMP Signal Noise detected
145* 0 21 12 (page 334) CMP CMP Signal Inactive while ICP has increased
151 108 0 3 (page 319) BAP Barometric Pressure Signal Out of RangeHigh
152 108 0 4 (page 319) BAP Barometric Pressure Signal Out of RangeLow
154 171 0 4 (page 439) IAT Air Inlet Temperature Signal Out of Range Low
155 171 0 3 (page 439) IAT Air Inlet Temperature Signal Out of Range High
211* 100 0 4 (page 405) EOP Engine Oil Pressure Signal Out of Range Low
212* 100 0 3 (page 405) EOP Engine Oil Pressure Signal Out of Range High
213 0 29 4 (page 469) RPS Remote Throttle Signal Out of Range Low
214 0 29 3 (page 469) RPS Remote Throttle Signal Out of Range High
215 84 0 8 (page 514) VSS Vehicle Speed Signal Frequency Out of Range High
216 73 0 4 (page 356) EPG Electronic Pressure Signal Out of Range Low
221 0 244 2 (page 480) SCCS RPTO Cruise-PTO Control Switch Circuit DTC
222 0 247 2 (page 326) BRAKE Brake Switch Circuit DTC
225 100 0 0 (page 405) EOP Engine Oil Pressure Sensor Signal in Range DTC
226 73 0 3 (page 356) EPG Electronic Sensor Signal Out of Range High
231 0 250 2 (page 309) ATA ATA Data Communication Link error
*Indicates WARN ENGINE lamp on when a Diagnostic Trouble Code is set.
** Diagnostic Trouble Codes only available if Engine Protection is enabled
EGES175-1
Table 83 Diagnostic Trouble Code (DTC) Circuit Index (cont.)

SEC. 3 PAGE
NO.
236 111 0 2 (page 362) ECL ECL Switch Circuit DTC
241 0 42 11 (page 427) IPR Injection Control Pressure Regulator OCC Self Test Failed
244 0 248 11 (page 385) EDL Engine to Transmission Data Line OCC Self Test failed
246 0 56 11 (page 394) EFAN Engine Fan OCC Self Test DTC
256 0 55 11 (page 461) RE Radiator Shutter Enable OCC DTC
262 0 54 11 (page 339) COL Change Oil Lamp OCC DTC
263 0 238 11 (page 453) OWL Oil Water Lamp OCC DTC
265 62 0 11 (page 499) VRE Vehicle Retarder Relay OCC DTC
266 0 239 11 (page 390) WARN Engine Warning Lamp OCC DTC
311* 175 0 4 (page 411) EOT Engine Oil Temperature Signal Out of Range Low
312* 175 0 3 (page 411) EOT Engine Oil Temperature Signal Out of Range High
313 100 0 1 (page 406) EOP** Engine Oil Pressure Below Warning Level
314 100 0 7 (page 406) EOP** Engine Oil Pressure below Critical level
315* 190 0 0 (page 335) CMP Engine Speed above Warning level
316 110 0 1 (page 372) ECT Engine Coolant Temperature unable to reach Commanded Set Point
321 110 0 0 (page 372) ECT** Engine Coolant Temperature above Warning level
322 110 0 7 (page 372) ECT** Engine Coolant Temperature above Critical level
323 111 0 1 (page 362) ECL Engine Coolant Level below Warning/Critical level
324 71 0 14 (page 414) IST Idle Shutdown Timer enabled Engine Shutdown
325 110 0 14 (page 372) ECT Power reduced to match Cooling System Performance
331* 164 0 0 (page 427) IPR Injection Control Pressure above system working range
332* 164 0 13 (page 419) ICP Injection Control Pressure above spec. with engine off
333* 164 0 10 (page 430) IPR_SYS Injection Control Pressure above/below desired level
334 164 0 7 (page 431) IPR_SYS ICP Unable to achieve setpoint in time (poor performance)
335 164 0 1 (page 432) IPR_SYS ICP Unable to build pressure during cranking
336 73 0 10 (page 356) EPG Electronic Pressure unable to achieve commanded set point
421 0 1 5 (page 423) INJ Cylinder 1: High Side to Low Side Open
431 0 1 4 (page 424) INJ Cylinder 1: High Side shorted to Low Side
EGES175-1
Table 83 Diagnostic Trouble Code (DTC) Circuit Index (cont.)

SEC. 3 PAGE
NO.
451 0 1 6 (page 424) INJ Cylinder 1: High Side shorted to Ground or VBAT
454 0 4 6 (page 424) INJ Cylinder 4: High side shorted to Ground or VBAT
461 0 1 7 — Perf. Diag. Cylinder 1: Cylinder Contribution Test failed
513* 0 151 5 (page 424) INJ Low Side to Bank 1 Open
514* 0 152 5 (page 424) INJ Low Side to Bank 2 Open
515* 0 151 6 (page 424) INJ Bank 1 Low Side short to Ground or B+
521* 0 152 6 (page 424) INJ Bank 2 Low Side short to Ground or B+
525* 0 254 6 (page 350) ECM Injector Driver Circuit DTC
612* 0 21 7 (page 335) CMP Incorrect EECM installed for CMP timing wheel
614* 0 252 13 (page 350) ECM EFRC / EECM configuration mismatch
621* 0 253 1 (page 350) ECM Engine using Mfg. Default Rating Program Engine
622* 0 253 0 (page 350) ECM Engine using Field Default Rating
623* 0 253 13 (page 350) ECM Invalid Engine Family Rating Code; Check ECM programming
624 0 240 14 (page 351) ECM Field Default Active
626 0 254 8 (page 345) ECM_PWR Unexpected reset DTC
631* 0 240 2 (page 351) ECM ROM (Read Only Memory) Self Test DTC
632 0 254 12 (page 351) ECM RAM / CPU Self Test DTC
655 0 240 13 (page 351) ECM Programmable Parameter List Level incompatible
661 0 240 11 (page 351) ECM RAM Programmable Parameter List corrupt
664 0 253 14 (page 352) ECM Calibration Level incompatible
665 0 252 14 (page 352) ECM Programmable Parameter Memory Content corrupt
EGES175-1
SENSOR AND ACTUATOR

LOCATIONS
Figure 140 Engine Sensors and Actuators
EGES175-1
Figure 141 Vehicle Sensors and actuators
EGES175-1
DIAGNOSTIC PROCEDURES FOR Connector Voltage Checks

THE ELECTRONIC CONTROL
SYSTEM
Sensor And Actuator Diagnostics
Figure 143 Vref Check

1. DMM probe (red)
Figure 142 Pin Grip Test 2. Vref pin B (blue)
3. DMM probe to engine ground (black)
Inspection
Procedure
1. Disconnect the harness connector from the
sensor or actuator. 1. Turn ignition key ON.
2. Inspect for corrosion, bent pins, spread terminals, 2. Plug breakout tee into the harness connector.
or conditions that could cause a loose or 3. Measure voltage at each pin with a digital volt
intermittent connection. ohmmeter (DMM).
3. Check the pin grip in the female terminal by 4. Compare sensor or actuator voltage readings
inserting the correct tool from terminal test with the expected voltages listed in the diagnostic
adapter kit ZTSE 4435. section.
4. Replace terminals that do not correctly grip the If a breakout tee is not available, use the correct tool
sensor pins. from terminal test adapter kit ZTSE 4435. Do not
directly probe the connector terminals with the DMM
leads. For a circuit with an expected voltage, this test
will verify circuit integrity.
5. Turn ignition OFF.
EGES175-1
For circuits without an expected voltage, this test will Procedure

determine if that circuit is shorted or miswired to Vref,
1. Disconnect the positive battery cable.
B+ or other voltage sources.
2. Use breakout tee to measure resistance from the
VREF D: EOP, MAP, CMP, ICP
lead of the tee to the negative battery terminal.
VREF B: APS/IVS, BAP
• Sensor signal ground circuits (low side driver)
V REF C: Body builder accessories should measure less than 5 ohms.
• Signal return circuits measure 0 – 0.25v for a pull • VREF and signal circuits should measure more
down circuit or close to 5v or 12v for a pull up than 1000 ohms with the CMP disconnected.
circuit.
• The control side of an actuator will measure
• Actuator circuits are ON/OFF or Pulse Width more than 1000 ohms, but the expected
Modulated (PWM). If the actuator has an ON/OFF voltage for the other actuator circuit will
circuit, the ECM controls the voltage or ground. If measure the voltage that the control side was
the actuator has a PWM circuit, the ECM controls switching: the power or ground.
the duty cycle or on time for power or ground.
• If the ECM was switching the ground circuit,
• VREF should measure 5 ± 0.5 volts (4.5 – 5.5V) with the other actuator circuit, from the connector
the sensor disconnected. If the voltage reading terminal to battery ground, should measure
is lower than expected, disconnect sensors in the more than 1000 ohms.
same VREF circuit (one at a time), and check VREF
• If the ECM is switching the B+ side high side
voltage.
driver, the ground circuit will measure less
• If VREF voltage returns after disconnecting a than 5 ohms from terminal to battery ground.
sensor, that sensor is shorting VREF to ground.
Harness Resistance Tests

Connector Checks To Ground
1. Check harness resistance if a high resistance
circuit or open circuit is suspected.
2. Connect breakout box to the ECM end of the
harness.
3. Measure resistance from breakout tee pin to the
breakout box pin. Circuit wires should have a
resistance of less than 5 ohms.
4. Reconnect positive battery cable.
Master Diagnostics Tests For Three Wire

Pressure And Aps/ivs Sensors
NOTE: For engines with serial No. 1287935 and up,
Figure 144 Ground Resistance Check Master Diagnostics can be used to measure sensor
signal voltage.
1. DMM probe (red)
2. CMP ground pin A (black)
3. DMM probe to engine ground (black)
EGES175-1
Open Circuit Voltage Check If the circuit shows 0V, this test will indicate a short to
ground. If the test shows VREF, B+, or other voltage
sources, the circuit is shorted to a voltage source.
VREF Voltage Check
Figure 145 Open Circuit Check

1. Ground (black)
2. Signal (green)
3. Vref (blue)
Figure 146 V Ref Check with Master Diagnostics

Procedure 1. Ground (black)
2. Vref (blue)
1. Plug the EST tool into the ATA connector and start
3. Signal (green)
Master Diagnostics.
2. Turn ignition key on.
Procedure
3. Select the correct PID for sensor voltage to
display sensor signal voltage. 1. Connect a 0.5 kilo ohm jumper wire from the blue
VREF pin to the green signal pin in the breakout tee.
4. Install breakout tee into the harness connector.
Check voltage on the EST.
Do not connect the sensor.
2. Check VREF for 5 ± .5 volts with the sensor
5. Compare sensor voltage with the expected
disconnected.
voltage listed in the diagnostic section for that
sensor.
EGES175-1
• If the voltage reading is lower than expected, higher than VREF. If MAP Diagnostic Trouble Codes are
verify VREF for the other VREF sensors in the same inactive the voltage is not shorted high.
VREF circuit.
VREF B for APS/IVS, BAP
Sensor Ground Check
VREF C for Body builder accessories
VREF D for EOP, MAP, CMP, ICP
• If other VREF sensors on the shared VREF circuit have
expected VREF voltage, the harness wire from the
splice point to the sensor connector is at fault.
If the other sensors have lost the VREF voltage,
disconnect the VREF sensors one at a time while
checking VREF voltage. If VREF voltage returns after
disconnecting a sensor, that sensor is shorting
VREF to ground.
• If VREF is suspected of shorting out intermittently
during engine operation, use a breakout tee on
the ICP or MAP sensor. While running the engine,
jump the VREF pin to the signal pin to display VREF
in master diagnostics .
Figure 147 Sensor Ground Check
NOTE: Operation of the engine may be degraded
slightly because the sensor will set an active 1. Ground (black)
Diagnostic Trouble Code and fault management 2. Vref (blue)
will take over its function. 3. Signal (green)
NOTE: The ECM will not display a sensor signal

voltage greater than 5 volts. Procedure
If VREF is shorted high (voltage greater than 5 .5 volts), 1. Connect a jumper wire from the blue VREF pin, to
the signal voltage will be biased higher than its true the green signal pin, and the black ground pin.
reading. The MAP sensor is the most sensitive to this
higher VREF voltage and will set an In-range Diagnostic 2. Check sensor voltage on the EST.
Trouble Code. 3. Sensor voltage should match the expected
When checking for Diagnostic Trouble Codes for a voltage listed in the diagnostic section. If the
pressure sensor, check for MAP Diagnostic Trouble ground circuit has the correct resistance, sensor
Codes. If MAP Diagnostic Trouble Codes are active, voltage will be near 0 volts.
use a DMM to check VREF for a short to a voltage source
EGES175-1
Master Diagnostics Tests For Two Wire Sensor Ground Check

Temperature Sensors
NOTE: For engines with serial No.1287935 and up,
Master Diagnostics can be used to measure sensor
signal voltage.
Signal Open Circuit Voltage test
Figure 149 Sensor Ground Check

1. Signal pin A (green)
2. Ground pin B (black)
Procedure
Figure 148 Signal Open Circuit Check 1. Connect a jumper wire from the green signal pin
1. Signal (green) to the black ground pin.
2. Ground (black) 2. Check sensor voltage on the EST. Sensor voltage
should match the expected voltage listed in the
diagnostic section. If the ground circuit has the
Procedure correct resistance, sensor voltage will be near 0
1. Plug the EST tool into the ATA connector and start volts.
Master Diagnostics.
2. Turn ignition key on. Operational Voltage Checks
3. Select the correct sensor voltage PID. Operational voltage checks determine In-range faults
or intermittent connections.
4. Install the correct breakout tee on the harness
connector. Do not connect the sensor. To determine In-range faults and intermittent
connections, monitor a suspected circuit, and recreate
5. Compare the displayed sensor voltage with the
conditions likely to cause the problem.
expected voltage listed in the diagnostic section.
If the circuit has the correct voltage, the signal Use a DMM and breakout tee or a DMM and breakout
circuit is not open. box.
EGES175-1
NOTE: A standard DMM is limited in measuring • Digital frequency

circuit frequency. When measuring the signal level of
• Digital communication signal
a circuit, determine the circuit function.
NOTE: For engines with serial No. 1287935 and
• Analog voltage
up, Master Diagnostics can be used to measure
• Sine wave operational voltage.
EGES175-1
NOTES
EGES175-1
Circuit Function And Diagnostics

Accelerator Position Sensor And Idle Validation
Switch (APS/IVS)
Signal Functions
Figure 150 Function Diagram for APS/IVS
The Accelerator Position Sensor (APS) is a Fault Detection and Management

potentiometer sensor. When the APS receives a
Detected malfunctions of the APS or IVS sensor circuit
5V reference signal and a ground from the Electronic
will illuminate the WARN ENGINE lamp.
Control Module (ECM), a linear analog voltage signal
will indicate a demand for power. If the ECM detects an APS signal Out of Range High
or Out of Range Low, the engine will ignore the APS
The Idle Validation Switch (IVS) provides 0 or 12 Volts
signal and operate at low idle.
to the ECM as a redundant signal to verify the pedal
idle position. When differences between IVS and APS are detected,
the ECM sets an IVS Diagnostic Trouble Code and
Fuel Quantity and Timing Control - The APS signal
limits the APS command to 50%.
calculates desired injector timing and fuel quantity.
If differences between the IVS and APS are detected,
Injection Control Pressure - The accelerator pedal
but the ECM cannot discern an APS or IVS Diagnostic
position determines desired injection control pressure.
Trouble Code, the engine will operate at low idle only.
EGES175-1
Figure 151 Circuit diagram for APS / IVS
Table 84 Sensor quick checks

CONNECTOR VOLTAGE CHECKS (Check with sensor disconnected from harness and key on)
Test Points Spec. Comments
A to Gnd 0V Voltage > 0.146V, signal is shorted to Vref or B+
B to Gnd 0V Ground circuit, no voltage expected
C to Gnd 5 + 0.5V Voltage > spec, wire shorted to B+
Voltage > 0.25, IVS signal wire shorted to Vref or
D to Gnd 0 - 0.25V
B+
Voltage < 10.5V check circuit for open or
F to Gnd 12 + 1.5V
resistance
CONNECTOR CHECKS TO CHASSIS GROUND (Check with sensor connector disconnected, positive
battery cable disconnected, and key off.)
Test Comments
Spec.
Points
A to Gnd > 1000Ω If < 1000Ω, check for short to ground.
B to Gnd < 5Ω If > 5Ω, check for open.
C to Gnd > 500Ω If < 0.5kΩ, check for short to ground.
D to Gnd > 1000Ω If < 1kΩ, check for short to ground.
F to Gnd > 1000Ω If < 1kΩ with fuse removed, check for short to ground.
OPERATIONAL VOLTAGE CHECKS

APS test points IVS test points
Voltage +8 to Voltage
Position % APS % APS Comments
–11 +27–11
Low Idle 0.25 to 0.8V 0% 0V 0% IVS toggles just off idle
High Idle 3 to 4.4V 98-102% 12+ 1.5V 98-102%
Continued on next page
EGES175-1
Table 84 Sensor quick checks (cont.)

HARNESS RESISTANCE CHECKS (Check with breakout box installed on chassis side only).
8 to A <5Ω APS signal wire open
11 to B <5Ω Signal ground open
3 to C <5Ω Vref wire open
27 to D <5Ω IVS wire open
IVS power wire open (Remove
Fuse 17 to F <5Ω
fuse.)
FAULT CODE DESCRIPTIONS
131 = APS signal was < 0.146V for more than 0.5 seconds*
132 = APS signal was > 4.55V for more than 0.5 seconds*
133 = APS signal in-range Diagnostic Trouble Code*
134 = APS and IVS disagree*
135 = Idle validation switch circuit diagnostic trouble code - 50% APS only
* If a diagnostic trouble code is set, engine operation will default to run at low idle speed only.
EGES175-1
Figure 152 APS / IVS Circuit Diagram
EGES175-1
NOTE: The following APS/IVS sensor tests are for

2001 MY vehicles with serial No. 1287935-up.
Table 85 APS/IVS sensor tests using Master Diagnostics

Accelerator Position Sensor (APS) Sensor Voltage Checks. Use Sensor Circuit Specifications to verify
IVS Signal. (Check with key-ON engine-OFF.)
Install the 5 wire breakout tee between the APS/IVS sensor and harness connector. View APS/IVS VOLTAGE
using the Continuous Monitor test found under the diagnostics menu in MASTER DIAGNOSTICS. If the
circuit has an active fault according to the voltage level (Code 131 <0.146V, Code 132 >4.55V), complete
the following steps.
Test Condition Expected Comments
Voltage
Sensor Disconnected 0V Voltage >0.146V, inspect the signal circuit for short to VREF or B+.
Measure voltage from PIN 5V ± 0.5 If voltage is >5.5V, check VREF for short to B+. If voltage <4.5V, check
C to gnd using a DMM. VREF circuit for open or short to gnd. Remove the positive battery
cable. Measure resistance from PIN C to PIN 3 (spec <5Ω) and from
PIN C to gnd (spec >1kΩ) using a breakout box to determine if the
short to gnd or open is in the harness.
0.5 kΩ jumper installed 5V If voltage is <4.55V, check signal circuit for open or short to ground.
between the GREEN and Remove the positive battery cable. Measure resistance from PIN C
BLUE pins of the breakout to Ground (spec >1 kΩ) and from PIN A to PIN 8 (spec <5Ω) using a
tee. breakout box to determine if short to ground or open is in the harness.
Standard Jumper installed 0V If voltage is >0.039V, check ground circuit for resistance >5Ω.
between the BLUE, Measure resistance between PIN B and PIN 11 (spec <5Ω) using a
GREEN, and BLACK breakout box to determine if resistance is in the harness.
pins of the breakout tee.
Replace the sensor if the code is active and the expected results are obtained with all the sensor tests. The
sensor is not at fault if one or more of the sensor tests does not produce the expected results. See APS/IVS
Sensor Troubleshooting Flowchart following this table.
Continued on Next Page
EGES175-1
Table 85 APS/IVS sensor tests using Master Diagnostics (cont.)

OPERATIONAL VOLTAGE CHECKS Check with breakout tee installed and APS/IVS sensor connected.)
APS test points: (+) IVS test points: (+)
8 to (-) 11 27 to (-) 11
Position Voltage % APS Voltage % APS Comments
0.64 –
Low Idle 0% 0V 0% IVS toggles just off idle
0.66V
3.84 –
High Idle 98 -102% 12 ± 1.5V 98 -102%
3.86V
Diagnostic Trouble Code Description
131 APS signal voltage was < 0.146 volts for more than 0.5 sec*
132 APS signal voltage was more than 4.55 volts for more than 0.5 sec*
133 APS signal in-range fault*
134 APS and IVS disagree*
135 Idle validation switch circuit fault - 50% APS only
*If diagnostic trouble code is set, engine operation will default to run at low idle speed only
EGES175-1
Figure 153 Troubleshooting flowchart for APS / IVS sensor
EGES175-1
Extended Description The ECM compares APS/IVS inputs at terminals 8

and 27 to verify that the pedal is in the idle position. If
International® electronic engines use an electronic
the APS signal at terminal 8 indicates throttle is being
accelerator pedal assembly that includes an
applied, the ECM expects to see 12V at IVS terminal
Accelerator Position Sensor (APS) and an Idle
27. If the APS signal at terminal 8 indicates idle, the
Validation Switch (IVS). The APS and IVS are
ECM expects to see 0V at the IVS terminal 27.
integrated into one component mounted on the
accelerator pedal. The accelerator pedal assembly is NOTE: The timing process is critical between the APS
serviceable to the extent that the APS/IVS switch can and the IVS sensors; therefore, the correct operation
be replaced without replacing the complete assembly. of the APS/IVS assembly is difficult to measure, using
a volt ohmmeter.
The Electronic Control Module (ECM) determines the
accelerator pedal position by processing input signals ECM Diagnostics
from the Accelerator Position Sensor (APS) and the
When the ignition is ON, the ECM continuously
Idle Validation Switch (IVS).
monitors the APS/IVS circuits for expected voltages.
The ECM also compares the APS and IVS signals
Accelerator Position Sensor (APS) for differences. If the signals are not what the ECM
expects to see, the ECM sets Diagnostic Trouble
The ECM sends a regulated 5V signal through the
Codes.
ECM black chassis connector terminal 3 to APS
connector terminal C. The APS returns a variable Diagnostic Trouble Code 131
voltage signal (depending on pedal position) from the
ATA Code PID 91 FMI 4
APS connector terminal A to the ECM at terminal 8.
The APS is grounded from connector terminal B to APS Out of Range Low
the ECM signal ground terminal 11.
Diagnostic Trouble Code 131 is set if the ECM detects
voltage lower than 0.146V at terminal 8. Possible
APS Auto-Calibration causes include a short to ground or an open in circuit
99B. Diagnostic Trouble Code 131 is displayed by the
The ECM determines the lowest and highest pedal
EST or the Engine Warn Light.
positions by reading and storing the minimum and
maximum voltage levels from the APS. In this manner When Diagnostic Trouble Code 131 is active, the ECM
the ECM auto-calibrates the system for maximum restricts engine speed to idle and turns the Engine
pedal sensitivity. The ECM auto-calibrates when the Warning Light ON. If the condition causing Diagnostic
key is ON, but when the key is OFF, these values are Trouble Code 131 is intermittent or corrected, code
lost. When the key is ON again, this process starts 131 will become inactive and normal engine operation
over. When the pedal is disconnected (or new one will resume.
installed), the pedal does not need calibration, since
Diagnostic Trouble Code 132
calibration happens when the key is ON.
Idle Validation Switch (IVS) APS Out of Range High
The ECM expects to receive one of two signals Diagnostic Trouble Code 132 is set if the ECM detects
through the ECM black chassis connector (terminal a voltage greater than 4.55V at terminal 8. Possible
27) from APS/IVS connector terminal D: cause: Short to VREF or 12V in circuit 99B. Code 132
is displayed by the EST or the Engine Warn Light
• 0V when the pedal is in the idle position.
When Diagnostic Trouble Code 132 is active, the
• 12V when the pedal is depressed.
ECM restricts engine speed to idle and turns the
The Idle Validation Switch receives 12V voltage from Engine Warn Light ON. If the condition causing
the ignition fuse. When the pedal is not in the idle Diagnostic Trouble Code 131 is intermittent or
position (throttle applied), the IVS supplies a 12V corrected, code 132 will become inactive and normal
signal to the ECM. engine operation will resume.
EGES175-1
Diagnostic Trouble Codes 133, 134 and 135 Diagnostic Trouble Code 134
APS In-Range Fault ATA Code PID 91 FMI 7
The ECM checks the voltage output of the APS by APS/IVS Disagree
comparing the APS signal with the IVS signal. APS
If neither the APS or IVS is changing, or both
and IVS signals can disagree in two cases:
are changing, or the ECM cannot determine the
• The APS signal indicates the pedal is pressed Diagnostic Trouble Code in specified time, Diagnostic
down to accelerate, but the IVS signal indicates Trouble Code 134 is set, engine rpm is restricted to
idle position. idle, and the Engine Warn Light is turned ON.
• The APS signal indicates the pedal has been Diagnostic Trouble Code 135
released to allow the engine to return to idle, but
ATA Code SID 230 FMI 11
the IVS signal indicates off-idle position of the
pedal. IVS Circuit Fault
If the ECM detects either condition above, the ECM If the APS is changing but IVS is constant, the ECM
isolates the source of conflict and sets the correct assumes the IVS is the conflict source and sets
Diagnostic Trouble Code. Diagnostic Trouble Code 135, APS is limited +050%.
The Engine Warn Light is not turned ON.
Codes 133, 134, and 135 are caused by intermittent
conditions; these Diagnostic Trouble Codes remain
APS In Range Fault active until the vehicle has been shutdown and
restarted. They do not recover without cycling the
If the IVS signal is changing, but the APS signal is
key switch.
constant, the ECM assumes APS is the conflict source
and sets Diagnostic Trouble Code 133. Engine rpm is
restricted to idle and the Engine Warn Light is turned
ON.
EGES175-1
Figure 154 Circuit Diagram for Accelerator, BAP, and Intake Air temperature Sensors
EGES175-1
NOTE: * See Publication CTS 5122V Electrical Circuit

Diagrams
EGES175-1
Figure 155 Circuit Diagram for Dual Drive Cab, Accelerator Position, BAP, Intake, and Air Temperature
Sensors
NOTE: * See publication CTS 5122V Electrical Circuit

Diagrams
EGES175-1
ATA Communications (Data Communications

Link, ATA Link)
Signal Functions
Figure 156 Function Diagram for ATA Communications
Data Communication Link • Engine speed (Tachometer)

The Data Communication Link (DLC) used for • Vehicle speed (Speedometer)
programming and diagnostics is the American
• Coolant temperature
Trucking Association (ATA) connector. The ATA
connector sends a 0 to 5V variable width signal • Battery voltage
(square wave) that allows communication between
the Electronic Control Module (ECM) and the
Electronic Service Tool (EST). Communication Fault Detection and Management
includes calibration, programming, and diagnostic
The ECM continuously monitors the ATA lines for
functions.
open, short, or intermittent connections. If an active
Dash Board Information Diagnostic Trouble Code occurs, the instrument
cluster or the Electronic Diagnostic Tool will not
Data from the ECM is sent to the instrument cluster on
display data.
the dash board for the following:
• Oil pressure
EGES175-1
Figure 157 Circuit Diagram for ATA Communications (6 Pin EST connector)
Table 86 ATA Communications Circuit Diagnostics Circuit Diagram for ATA Communications (6 Pin
EST connector)
Key On Engine OFF - Voltage Checks at 6 Pin EST Connector (Check with breakout tee in place, ignition key ON, and engine OFF.)
+ Test
Spec. Signal Comments
Point
C to E B+ Power Should be power at C at all times. If no power, check ground and power circuits.
EST and Dash Connector Checks to Ground (Check with dash connector unplugged,
positive battery cable disconnected, and ignition key OFF.)
Test
Points
EST
>1000
A to gnd ATA + Less than 1000 Ω indicates a short to ground, either through the harness or within
Ω
the ECM. Disconnect ECM and measure to ground again. If short remains, repair
>1000
B to gnd ATA – harness.
Ω
>1000
C to gnd PWR With Fuse F11 removed, a reading less than 1000 Ω indicates a short to ground.
Ω
More than 5 Ω indicates an open circuit and the EST tool will not power up.
E to gnd <5 Ω gnd
Instrument Cluster Connector
>1000
7 to gnd ATA + Less than 1000 Ω indicates a short to ground either through the harness or in the
Ω
ECM. Disconnect ECM and measure to ground again. If short remains, repair
>1000
9 to gnd ATA – harness.
Ω
EGES175-1
Table 86 ATA Communications Circuit Diagnostics Circuit Diagram for ATA Communications (6
Pin EST connector) (cont.)
EST and Dash Harness Resistance Checks (Check with breakout box installed and ignition key OFF.)
Test
Points
EST Connector
A to
<5 Ω ATA + Resistance from ECM chassis connector (black) to EST connector.
No.16
B to
<5 Ω ATA – Resistance from ECM chassis connector (black) to EST connector.
No.17
C to F11 <5 Ω PWR Resistance from EST connector to power fuse.
E to gnd <5 Ω gnd > than 5 Ω indicates an open circuit and will cause the EST tool not to power up.
7 to
<5 Ω ATA + Resistance from ECM chassis connector (black) to dash (green) connector.
No.16
9 to
<5 Ω ATA – Resistance from ECM chassis connector (black) to dash (green) connector.
No.17
Diagnostic Trouble Code Reference
• 231 = ATA Common Diagnostic Trouble Code - ATA wiring or connector diagnostic trouble code,
interference on data bus (e.g. dash or WTEC controller), faulty ECM.
— No Data Stream or DTCs displayed on or EST will not power up.
— Dash display for speedometer, tachometer, oil pressure, coolant temperature, and battery voltage
does not function.
EGES175-1
Figure 158 Circuit Diagram for ATA Communications (9 Pin EST connector)
Table 87 ATA Communications Circuit Diagnostics Circuit Diagram for ATA Communications (9 Pin
EST connector)
Key On Engine OFF - Voltage Checks at 9 Pin EST Connector (Check with ignition key ON, and engine OFF.)
+ Test
Point
B to A B+ Power Should be power at B at all times. If no power, check ground and power circuits.
EST and Dash Connector Checks to Ground (Check with dash connector unplugged,
positive battery cable disconnected, and ignition key OFF.)
Test
Points
EST
>1000
F to gnd ATA + Less than 1000 Ω indicates a short to ground, either through the harness or within
Ω
the ECM. Disconnect ECM and measure to ground again. If short remains, repair
>1000
G to gnd ATA – harness.
Ω
>1000
B to gnd PWR With Fuse F11 removed, a reading less than 1000 Ω indicates a short to ground.
Ω
More than 5 Ω indicates an open circuit and the EST tool will not power up.
A to gnd <5 Ω gnd
>1000
7 to gnd ATA + Less than 1000 Ω indicates a short to ground either through the harness or in the
Ω
ECM. Disconnect ECM and measure to ground again. If short remains, repair
>1000
9 to gnd ATA – harness.
Ω
EGES175-1
Table 87 ATA Communications Circuit Diagnostics Circuit Diagram for ATA Communications (9
Pin EST connector) (cont.)
EST and Dash Harness Resistance Checks (Check with breakout box installed and ignition key OFF.)
Test
Points
EST Connector
F to
<5 Ω ATA + Resistance from ECM chassis connector (black) to EST connector.
No.16
G to
<5 Ω ATA – Resistance from ECM chassis connector (black) to EST connector.
No.17
B to F3 <5 Ω PWR Resistance from EST connector to power fuse.
A to gnd <5 Ω gnd > than 5 Ω indicates an open circuit and will cause the EST tool not to power up.
7 to
<5 Ω ATA + Resistance from ECM chassis connector (black) to dash (green) connector.
No.16
9 to
<5 Ω ATA – Resistance from ECM chassis connector (black) to dash (green) connector.
No.17
• 231 = ATA Common Diagnostic Trouble Code - ATA wiring or connector diagnostic trouble code,
interference on data bus (e.g. dash or WTEC controller), faulty ECM.
— No Data Stream or DTCs displayed on or the EST will not power up.
— Dash display for speedometer, tachometer, oil pressure, coolant temperature, and battery voltage
does not function.
EGES175-1
Extended Description ATA connector 384 has six pins, labeled A through F
that provide the following:
ATA Communication
• Fused BATTERY power to Pin C for electronic
See the appropriate circuit diagram:
service tools. Pin E provides a battery ground for
• Diagnostic / Programmable Connection Electrical the EST
Circuit Diagram (Figure 159)
• Terminal A is connected by circuit 98B (+) to the
• Diagnostic / Programming Connector, Self Test positive RED ATA 373 bus and B is connected
Switch, & Warning Light System Diagram For by circuit 98D (-) to the negative BLUE ATA (428)
3000RE Chassis Built January 11, 1999 and After bus. These two connections allow communication
(Figure 160) with all components connected to the data link at
these same two busses.
The Electronic Control Module (ECM) communicates
with the Electronic Service Tool (EST) through ATA Connector 1650
connectors (384 and 1650).
ATA connector 1650 has nine pins, labeled A through
The EST communicates with the ECM using the I that provide the following:
American Trucking Association (ATA) data link lines.
• Fused BATTERY power to Pin B for electronic
The ATA data link is defined by SAE recommended
service tools. Pin A provides a battery ground for
practices J1708 and J1587. This link and connectors
the EST
(384 and 1650) were adopted by Recommended
Practices 1201 and 1202. • Terminal F is connected by circuit 98B (+) to the
positive RED ATA 373 bus and terminal G is
The ATA circuit uses a twisted wire pair. All repairs
connected by circuit 98D (-) to the negative BLUE
to this pair must maintain one complete twist per inch
ATA (428) bus. These two connections allow
along the entire length of the circuit. This circuit is
communication with all components connected to
polarized (one positive and one negative). Reversing
the data link at these same two busses.
the polarity of this circuit will disrupt communications.
POSITIVE AND NEGATIVE ATA DATA LINKS
ATA Data Link Connector 384 and 1650 The red positive and blue negative busses for the
ATA Data Link connect EST connector (384) to the
All communication between the EST and ECM is
ECM. The red and blue busses are also connection
done through the ATA connector 384 and 1650 . This
points for other electronic components that require
communications link supports the following functions:
access to the engine control system through the ATA
• Displaying Diagnostic Trouble Codes and communications link.
operating conditions on the EST.
The engine control system does not communicate
• Performing proprietary diagnostic tests engine information in the power or ground circuits to
programmed into the ECM. EST connectors 384 and 1650. If the service tool
is OK, check power and ground circuits at the ATA
• Clearing Diagnostic Trouble Codes.
connection. If the EST does not power up when
• Programming performance parameter values. connected, replace the EST.
• Programming calibrations and strategies. EST Displays
ATA Connector 384 If the EST displays NO DATA, the ATA data link circuit
from the EST connector to the ECM may be disrupted.
Make sure the key is ON and do diagnostic steps in
ATA Communications Circuit Diagnostics.
ATA CODE SID 250 FMI 2
ATA Common Fault
EGES175-1
Symptom: Diagnostic Trouble Code 231 does not B. Too many ATA devices, although this would
turn the Engine Warning light ON. Diagnostic Trouble be rare.
Code 231 can occur when the ECM can not access
C. If no system causes are present, replace the
the ATA data link. If this occurs, ATA data will not be
ECM with a known good ECM.
available from EST. The Diagnostic Trouble Code will
be flashed by using the STI switch. Instrument Cluster Display
Wiring Causes: The instrument cluster uses the ATA line data to
display the following:
• ATA positive or negative circuits between the
EST and ECM and other electronic devices • Oil Pressure
(transmissions, brakes)
• Engine rpm (tachometer)
• Circuits shorted (high or low), open, or busy (too
• Vehicle speed (speedometer)
many devices)
• Coolant temperature
NOTE: For vehicles equipped with the WTEC
transmission, Diagnostic Trouble Code 231 may • Battery voltage
be present when programming the ECM. Disconnect
The data is transmitted on the same ATA link that
the WTEC controller when programming the ECM.
supplies information to the EST and the WTEC
System Causes: transmission controller. A microprocessor in the
instrument cluster converts the ATA data into signals
A. A defective ATA device ( transmission
to drive the various dashboard gauges.
controller or antilock brake controller)
connected to the ATA bus is pulling the
signal to ground.
EGES175-1
Figure 159 Circuit Diagram for Diagnostic/Programmable Connections
EGES175-1
NOTE: See publication CTS 5122V Electrical Circuit

Diagrams
EGES175-1
Figure 160 Circuit Diagram for Diagnostic / Programming Connector, Self Test Switch, and Warning
Light System (3000RE Built January 11, 1999 and After)
EGES175-1
NOTE: See publication CTS 5216W Electrical Circuit

Diagrams for adjacent views
EGES175-1
NOTES
EGES175-1
Barometric Pressure (BAP) Sensor

Signal Functions
Figure 161 Function Diagram for Barometric Pressure Sensor
The Barometric Pressure (BAP) sensor is a variable Fault Detection / Management

capacitance sensor that when supplied with a 5V
A BAP signal detected Out of Range High or Out
reference signal from the ECM produces a linear
of Range Low by the ECM will cause the ECM to
analog voltage signal that indicates pressure.
ignore the BAP signal and use the Manifold Absolute
Timing Control - The BAP signal determines altitude Pressure (MAP) signal generated at low idle as an
to adjust timing and fuel quantity for improved engine indication of barometric pressure. If a MAP fault
operation and smoke control at all altitudes. is also detected, the BAP will default to 29.6 in Hg
(barometric pressure at sea level).
EGES175-1
Figure 162 Circuit Diagram for Barometric Pressure Sensor
NOTE: After removing connectors check for damaged

pins, corrosion, loose terminals, and intermittent
connections.
Table 88 Barometric Pressure Sensor and Circuit Diagnostics

Connector Voltage Checks (Check with sensor connector (406) disconnected, ignition key on.)
Test
Spec. Comments
Points
A to gnd < 0.25V If voltage is greater than 0.25V, signal ground wire is shorted to VREF or battery
B to gnd 5V ± 0.5 VREF check with KEY ON, if voltage is not in spec., see VREF circuit
C to gnd <0.25V If voltage is greater than 0.25V, signal wire is shorted to VREF or battery
Connector Checks to Chassis Ground (Check with sensor connector (406) disconnected,
positive battery cable disconnected and ignition key off.)
Test
Spec. Comments
Points
A to gnd <5Ω Resistance to chassis ground, check with key off, > than 5 Ω the harness is open
B to gnd >1000 Ω Resistance less than 1000 Ω indicates a short to ground
C to gnd >1000 Ω Resistance less than 1000 Ω indicates a short to ground
Harness Resistance Checks (Check with breakout box installed on chassis harness only.)
Test
Spec. Comments
Points
11 to A <5 Ω Resistance from sensor connector to 60 pin connector - Signal ground
3 to B <5 Ω Resistance from sensor connector to 60 pin connector - VREF
29 to C <5 Ω Resistance from sensor connector to 60 pin connector - BAP signal
EGES175-1
Table 88 Barometric Pressure Sensor and Circuit Diagnostics (cont.)

Test Points (+)
Operational Voltage Checks (Check with breakout box installed in line with the ECM.)
29 to (-) 11
Voltage in Hg kPa Comments
4.89 31.0905 105 High atmospheric pressure.
4.60 29.61 100 Normal atmospheric pressure at sea level.
2.60 17.766 60 Normal atmospheric pressure at 10,000 feet.
151 = Barometric pressure signal voltage was greater than 4.95V for more than 1.0 seconds.
152 = Barometric pressure signal voltage was less than 1.0V for more than 1.0 seconds.
EGES175-1
Extended Description ECM Diagnostics

Barometric Pressure Sensor (BAP) Operation The ECM continuously monitors the signal from the
BAP sensor to ECM terminal 29. If the signal is out
See appropriate circuit diagram:
of the expected range, a Diagnostic Trouble Code
• Accelerator Position, BAP, and Intake is logged (warning light does NOT turn on) and the
Temperature Sensors (Figure 154) ECM uses the Manifold Absolute Pressure (MAP)
signal generated at low idle to determine barometric
• Accelerator Position, BAP, and Intake Air Temp ,
pressure.
and Dual Drive Cab Circuit Diagram (Figure 155)
• Accelerator Position, BAP, and Intake Air
Temperature Sensor Circuit Diagram for 3000FE ATA Code PID 108 FMI 3
Chassis Built January 11, 1999 and After
BAP Signal Out of Range High (ORH)
• Accelerator Position, BAP, Intake Air Temperature
BAP signal greater than 4.95V for more than 1 second.
Sensor Circuit Diagram for 3000RE Chassis Built
January 11, 1999 and After Diagnostic Trouble Code 152
The ECM sends a regulated 5V signal from the ECM ATA Code PID 108 FMI 4
black chassis connector terminal 3 to BAP connector
BAP Signal Out of Range Low (ORL)
terminal B. The BAP sensor returns a variable voltage
signal (representing atmospheric pressure) from BAP BAP signal less than 1.0V for more than 1 second.
connector terminal C to the ECM at terminal 29. The
BAP sensor is grounded from the BAP connector
terminal A to the ECM signal ground terminal 11.
EGES175-1
Figure 163 Circuit diagram for Accelerator Position, BAP, and Intake Air sensors
EGES175-1
NOTE: See Publication CTS 5122V Electrical Circuit

Diagram
EGES175-1
NOTES
EGES175-1
Brake Switch Circuits (Brake)

Signal Function
Figure 164 Function Diagram for Brake Switches
The service brake circuit signals the ECM when Fault Detection / Management
the brakes are applied. This information is used to
The ECM continuously monitors terminals 43 and 44
disengage the cruise control and PTO functions. This
for voltage. Should there be voltage at one terminal
signal is also used for ECM control of the Vehicle
and not the other, the ECM will set a Diagnostic
Retarder and exhaust brake enabling. The brake
Trouble Code.
signal will interrupt the Cold Ambient Protection
feature and reset the time interval for the Idle Shut When Diagnostic Trouble Code 222 is active, all
Down feature. features using brake signal inputs will be disabled.
This code will not illuminate the Warn Engine Light.
Service Brake Switches
The service brake switches send a 12V signal to the
ECM when the brakes are applied. Both signals are
normally open.
EGES175-1
Figure 165 Circuit Diagram for Brake Switch
Table 89 Brake Switch and Wiring Diagnostics

Connector Voltage Checks (brake switch connector, connector removed, ignition switch ON)
ckt 70 to gnd 12V ± 1.5 Open fuse F9 or open circuit 70 (Hydraulic and Air)
ckt 90C to gnd 12V ± 1.5 Open fuse F33 or open circuit 90C (Hydraulic Brake only)
ckt 70C to gnd 0 Circuit 70C shorted to another circuit
Circuit 97M shorted to another circuit or
ckt 97M to gnd 0 ...with hydraulic brakes shorted diode assembly or defective brake module
...with air brakes defective brake relay
Turn Signal Switch relay connector, relay removed, IGN switch ON, brakes
applied, and switch connected
ckt 70A to gnd 12V ± 1.5 Open fuse F9 or open in circuit 70A
ckt 70E to gnd 12V ± 1.5 Open fuse F9 or open circuit 70C or defective brake switch
ckt 70A to ckt
12V ± 1.5 If test 70A to ground is within spec., possible open ground wire circuit 97GH
97GH
ECM connector check, breakout box installed, IGN switch ON, and brakes not applied
Circuit 97N shorted to another circuit or (with hydraulic brakes) defective
43 (+) to 42(–) 0
brake module (bad switch)
Circuit 97M shorted to another circuit or (with hydraulic brakes) defective
44 (+) to 42(–) 0
brake module or shorted diode assembly (bad switch)
EGES175-1
Table 89 Brake Switch and Wiring Diagnostics (cont.)

Apply brakes (With air brakes be sure sufficient air pressure is available.)
If brake switch connector test within spec., then possible open ckt. 97N
43 (+) to 42(–) 12V ± 1.5
or def. brake switch
If brake switch connector test within spec., then possible open ckt. 97M
44 (+) to 42(–) 12V ± 1.5
or def. brake switch
222 = Brake switch circuit diagnostic trouble code indicates that the ECM has detected voltage at terminal 43
is not equal to the voltage at terminal 44
EGES175-1
Extended Description 3. With hydraulic brakes two mechanical switches

are used, but only one of the switches is linked to
The service brake circuit function is to signal the ECM
the ECM. The switches are activated by the brake
when the brake pedal is applied. This information
pedal arm.
is used to disengage the Cruise Control and PTO
functions. This signal is also used for ECM control of Diagnostic Trouble Code 222 SID 247 FMI 2
the Vehicle Retarder and exhaust brake enabling. The
Brake Switch Circuit Diagnostic Trouble Code
brake signal will interrupt the Cold Ambient Protection
feature and will reset the time interval for the Idle Shut The ECM continuously monitors terminals 43 and 44
Down feature. for voltage. If voltage is at one of the terminals and not
the other, the ECM will set Diagnostic Trouble Code
Four systems are used for the service brake signal:
222.
When Diagnostic Trouble Code 222 is active, all
Hydraulic Brakes features using brake signal inputs will be disabled.
Diagnostic Trouble Code 222 will not cause the Warn
See Hydraulic Brake System Circuit Diagram(Figure
Engine Light to illuminate.
166)
Possible Causes: If a defective fuse, switch, or an
Hydraulic brakes use single throw switch (double
open wire causes an open circuit, voltage may not be
pole). The throw switch is a self adjusting, mounted
present at terminal 43 or 44.
at the brake pedal. When the brake pedal is not
applied, the brake pedal holds the switch in the open
state. Current is supplied by fuse F9 to the primary
Before Troubleshooting
side of the switch and fuse F33 to the secondary side
of the switch. Applying the brakes closes the switch Before troubleshooting, make sure the batteries are
to supply current to circuits 97M and 70C. fully charged. Voltage readings will not be accurate if
the batteries are not fully charged
Circuit 70C supplies voltage to:
Check battery cables and grounds for clean, tight
1. Operate the turn signal switch relay for brake light
connections free of damage.
operation.
Inspect circuit connectors for pushed back, loose or
2. Circuit 97N to signal the ECM at terminal 43 to
damaged (spread or bent) terminals, and wires with
indicate the brakes have been applied.
cut strands. Wires and connections must be free
Circuit 97M supplies voltage to the brake module and of damage or corrosion. When some connectors
to the ECM at terminal 44 as a redundant signal to corrode, a light white residue will be present that must
verify brake application. be removed.
Inspect the suspect ground circuit for clean, tight
connections free of damage.
Service Brake Switches
See Stoplight Switch (with air brake), 3000FE
Chassis, Built January 11, 1999 and After (Figure Troubleshooting
167)
The Electronic Service Tool (EST) can retrieve a
the appropriate circuit diagram for the following Diagnostic Trouble Code set in the ECM. The EST
discussion: can also clear Diagnostic Trouble Codes once the
problem is resolved.
1. With tractor air brakes a single normally open
switch is used. Air pressure closes the switch To determine the operation of the brake switch circuit,
with brakes applied. monitor the EST data list to display brake status.
2. With air brakes two normally open air operated
switches are in parallel circuits.
EGES175-1
Figure 166 Circuit Diagram for Hydraulic Brake System
EGES175-1

Diagrams
EGES175-1
Figure 167 Circuit Diagram for Stop Light Switch with Air Brake (3000FE Chassis, built January 11,
1999 and after)
EGES175-1
NOTE: * See Publication CTS 5516W Electrical

Circuit Diagrams
EGES175-1
Camshaft Position Sensor (CMP)

Signal Functions
Figure 168 Function Diagram for Camshaft Position Sensor
The Camshaft Position (CMP) sensor is a Hall Effect Fuel Quantity Control / Torque Limiting - Engine
sensor that generates a digital frequency as windows torque and fuel is controlled and is dependent on
on the timing disk pass through its magnetic field. The engine speed. Fuel quantity is determined by engine
frequency of the windows passing by the sensor as speed.
well as the width of selected windows allows the ECM
to detect engine speed and position.
Fault Detection / Management
Engine Speed - Engine speed is determined by
counting 24 windows on the timing sensor disk each An inactive CMP signal during cranking is detectable
camshaft revolution. by the ECM. An inactive CMP signal will cause a no
start condition. Electrical noise can also be detected
Fuel Timing Control - The position of cylinder 1 is
by the ECM. If the noise level affects engine operation,
determined by distinguishing a narrow vane on the
a corresponding Diagnostic Trouble Code will be set.
camshaft timing sensor disk.
NOTE: The engine will not operate without a
Engine Mode Selection - Allows the ECM to discern
functioning CMP.
when the engine is in the off, crank or run mode.
Injection Control Pressure - Engine speed is one of
the controlling variables in the calculation of desired
injection control pressure.
EGES175-1
Figure 169 Circuit Diagram for Camshaft Position Sensor
NOTE: After removing connectors always check

for damaged pins, corrosion, loose terminals, and
intermittent connections.
Table 90 Camshaft Position Sensor and Circuit Diagnostics

Connector Voltage Checks (Check with sensor connector disconnected, ignition key ON, all accessories off.)
Test
Spec. Comments
Points
A to gnd 0VNo voltage expected
V , check key ON, VREF not present check open/short to ground Pin 40 to B, see VREF
B to gnd 5V ± 0.5 REF
circuit
C to gnd 5V ± 0.5 If < than 4.5V check for poor connection, if 0V check for open/short to ground circuit
Connector Checks to Chassis Ground (Check with sensor connector (406) disconnected,
positive battery cable disconnected and ignition key OFF.)
Test
Spec. Comments
Points
A to gnd <5 Ω Resistance to chassis ground, check with key off, > than 5 Ω the harness is open
Harness Resistance Checks (Check with breakout box installed on engine harness only with ignition key Off.)
Test
Spec. Comments
Points
Resistance from harness connector to 60 pin connector - Signal ground (CMP) has
53 to A <5 Ω
dedicated ground circuit
40 to B <5 Ω Resistance from harness connector to 60 pin connector - VREF
51 to C <5 Ω Resistance from harness connector to 60 pin connector - CMP signal
EGES175-1
Table 90 Camshaft Position Sensor and Circuit Diagnostics (cont.)

Test Points Operational Voltage Checks (Check with breakout box installed in line with
(+) No.51 to (–) No.53
the ECM and ignition key ON.)
Voltage Position Comments
With the breakout box installed, the CMP sensor and ECM connected, bar engine
5V ± 0.5 Vane
by hand
0.2V to The CMP signal voltage should change voltage state as the timing wheel and cam
Window
2V are rotated
612 = ECM / target disk mismatch detected (wrong ECM Programming Installed).
315 = Engine rpm exceeded 3000 rpm.
143 = Incorrect number of sync to transition counts detected, possible intermittent CMP sensor/circuit.
144 = Electrical noise detected, check wire routing and grounds.
145 = Inactive CMP signal detected during engine cranking when ICP pressure was sufficient for starting.
EGES175-1
Extended Description DIAGNOSTICS switch) on the vehicle dashboard

or the Electronic Service Tool (EST).
Function
The International® engine control system includes a
Camshaft Position Sensor (CMP). The CMP sensor ATA Code SID 21 FMI 2
provides the Electronic Control Module (ECM) with
Incorrect Number of CMP Signal Transitions per
a signal that indicates camshaft position and engine
Cam Revolution
speed.
Diagnostic Trouble Code 143 indicates the ECM
The CMP sensor signal is used by the ECM to
has received CMP signals with the wrong number of
synchronize piston position to injector firing sequence.
transitions. This indicates that the ECM has counted
The injection sequence begins when the ECM detects
the voltage transitions and found less than the
the narrow vane on the timing disk indicating cylinder
specified number of pulses from the sensor. When this
1. The piston position for each cylinder is then
problem is continuous, the engine will stop running
continuously calculated as each vane on the timing
and the ECM will log an active Diagnostic Trouble
disk passes by the CMP sensor. This information is
Code. If the ignition is shut off, the active Diagnostic
processed by the ECM and used for injection timing
Trouble Code becomes an inactive Diagnostic Trouble
and fuel delivery control.
Code.
Operation
Diagnostic Trouble Code 143 will not turn the warning
The Camshaft Position Sensor is a Hall Effect type light on.
sensor that generates a digital frequency as windows
Possible causes for Diagnostic Trouble Code 143:
on the timing disk pass through its magnetic field.
Intermittent CMP signal caused by a intermittent
The frequency of the windows passing by the sensor
circuit, defective Camshaft Position Sensor, or
as well as the width of selected windows allows the
incorrect CMP sensor to timing disk clearance.
ECM to detect engine speed and position. When
the narrow vane passes the CMP sensor, the signal Diagnostic Trouble Code 144
on time is less than when the other vanes pass the
sensor. This produces a signal that the ECM uses to
indicate engine position. CMP Signal Noise Detected
Engine speed is detected by the ECM by counting the Diagnostic Trouble Code 144 indicates that the ECM
frequency of the 24 signal pulses for each camshaft has detected voltage spikes or transitions other than
revolution. the CMP signal. If this problem is continuous, the
engine could stop running and the ECM will log an
ECM Diagnostics
active Diagnostic Trouble Code. If the key is shut off,
Once the ECM has recognized the narrow vane (wide the active Diagnostic Trouble Code 144 will become
window) it will synchronize the engine firing order to inactive. Diagnostic Trouble Code 144 will not cause
the timing of the CMP signal. Every two crankshaft the warning light to illuminate.
revolutions it will verify that synchronization. If the
Diagnostic Trouble Code 144 may be caused by:
ECM receives too many or too few pulses for the
number of engine revolutions, it will set a Diagnostic • Poor ground connections for the CMP or other
Trouble Code. electronic components
The engine will not operate without a functioning CMP • Wire harness shielding missing or incorrectly
signal. However, the ECM will attempt to determine installed on the engine harness
the cause of an invalid signal and identify it with a
• Outside components that could induce voltage
Diagnostic Trouble Code.
signals
CMP codes that are set will become inactive codes if
the key is turned off. These codes can be retrieved
using the Self Test Input (STI) switch (Engine Diagnostic Trouble Code 145
EGES175-1
CMP Signal Inactive while ICP has Increased Possible causes for Diagnostic Trouble Code 612 :
ECM has been replaced with an incorrect ECM for the
Diagnostic Trouble Code 145 indicates that the ECM
particular engine application. For example, the timing
does not detect a CMP signal. Diagnostic Trouble
disk for the I-6 and V-8 (T 444E) are different and
Code 145 would be set if the engine was rotating
generate a different signal, and the ECM from the V-8
and the ECM detected a rise in ICP pressure, but did
(T 444E) engine will not run an I-6 engine. Incorrect
not detect a CMP signal. To set Diagnostic Trouble
signal due to a defective CMP sensor or incorrect air
Code 145 the engine must be rotated long enough
gap between the CMP sensor and the timing disk.
for the ICP pressure to increase. When Diagnostic
Trouble Code 145 is set, the engine will not operate. Diagnostic Trouble Code 315
Diagnostic Trouble Code 145 will not cause the engine
warning light to illuminate.
Engine Speed Above Warning Level
Possible causes for Diagnostic Trouble Code 145:
Defective CMP sensor, faulty sensor circuitry or Diagnostic Trouble Code 315 indicates that the ECM
improper air gap between sensor and camshaft has detected engine speed above 3000 rpm. The
timing disk. most likely cause of the excessive engine speed is
an unintended down shift, steep acceleration down a
hill without correct brake application, or an external
ATA Code SID 21 FMI 7 fuel source being ingested into the air intake system.
Engine hours and miles for the last two over speed
Incorrect ECM Installed for CMP Timing Disk
occurrences will be recorded in the Engine Event Log.
Diagnostic Trouble Code 612 indicates that the Diagnostic Trouble Code 315 will cause the WARN
ECM has monitored the CMP signal and the signal ENGINE lamp to illuminate.
is incorrect for the programming in the ECM. This
means that the ECM does not recognize the signal
generated from the timing disk and CMP sensor.
EGES175-1
NOTES
EGES175-1
Change Oil Lamp (COL)

Signal Functions
Figure 170 Function Diagram for Change Oil Lamp
The amber Change Oil Lamp will be illuminated when Fault Detection / Management
a customer programmable service interval has been
The ECM can detect an open COL lamp circuit during
exceeded. These limits may be set for vehicle miles,
a Standard Engine Off Test which automatically
hours, or calculated fuel consumption. These service
performs an output circuit check.
interval limits may be adjusted or the Change Oil Lamp
feature may be turned on or off using the EST tool.
EGES175-1
Figure 171 Circuit Diagram for Change Oil Lamp
NOTE: Check COL lamp before doing any diagnostic

tests.
Table 91 Change Oil Lamp Circuit Diagnostics

Key On Engine Off - Voltage Checks (Check with ECM chassis connector (black) unplugged,
breakout box installed, ignition key on, engine OFF)
+Test Points- Spec. Comments
F1 to gnd 12V Fuse for instrument cluster and COL lamp
Battery voltage should be present from lamp circuit to ECM. If no voltage present,
45 to gnd 12V
check circuit for open or short
Harness Resistance Checks(Check with ECM chassis connector (black) unplugged,
instrument cluster connector unplugged, ignition key OFF)
45 to 11 <5 Ω Continuity from ECM to cluster for COL lamp. (Pin No.11 in cluster connector)
5 to F1 <5 Ω Continuity from instrument cluster connector to fuse. (Pin No.5 in cluster connector)
Functional Checks
Physical Circuit Check
Physical check - with breakout box installed, momentarily ground ECM chassis pin No.45, the COL lamp
should illuminate if the COL circuit is good
Output State Check
The COL lamp can be commanded on for test purposes with the EST by requesting an Output State
Check, if the COL circuit checks out good to this point and does not turn on when an Output State Check
is commanded, either the ECM is bad or the feature is not turned on
262 = COL output circuit check diagnostic trouble code detected during a Key-On Engine-Off Standard
Test, possible open or short in COL circuit
EGES175-1
Extended Description • Fuel Used Starting Value

Change Oil Lamp This parameter indicates when the last service
was performed.
The Change Oil Lamp is cycled momentarily for every
key on cycle as part of a visual bulb check. It is • Engine Hour Starting Value
mounted in the instrument cluster and receives 12V
This parameter indicates when the last service
power from the cluster. The lamp is illuminated when
was performed.
the ECM completes the path to ground. See Engine
Warning Lights/Alarm and Test Switch Circuit Diagram • Vehicle Distance Starting Value
(Figure 172).
This parameter indicates when the last service
Service Interval Limits was performed.
The limits listed below are the maximum and default • Service Soon Percent
values for the service internal function. Through
This parameter indicates at what percentage of
the use of the EST, these limits can be adjusted
the service intervals should the Change Oil Lamp
downward for specific customer needs, but not above
begin to flash as a warning.
the recommended factory service interval.
• Change Oil Lamp On Mode
Service Interval Limits
This parameter indicates if the Change Oil Lamp
This group of parameters customizes the Service
will be continuously on after an engine start.
Interval feature. Service Interval allows the
vehicle owner to customize when the vehicle • Change Oil Lamp On Mode
requires servicing such as changing oil. When the
This parameter indicates how long to activate the
programmed distance fuel used or engine hour has
Change Oil Lamp after an engine start if it is not
been reached, the Change Oil Lamp will illuminate to
always on.
indicate it is time for maintenance and service.
• Service Interval Reset Request
• Service Interval Mode
This parameter indicates to the on-board
This parameter indicates to the on-board
electronics that the vehicle has been serviced
electronics if this vehicle has the service interval
and the starting values are to be reset.
feature.
• Fuel Interval
This parameter allows the customer to program
the amount of fuel used since the last service Change Oil Lamp OCC Self Test Fail
before lighting the Change Oil Lamp.
Diagnostic Trouble Code 262 is caused by an open
• Hour Interval or short to ground or power in the Change Oil Lamp
circuit. Diagnostic Trouble Code 262 is detected
during a Standard Engine Off test when an Output
the amount of Engine Hours since the last service
Circuit check is automatically performed. The Engine
before lighting the Change Oil Lamp.
Standard test may be requested with the EST or if the
• Distance Interval Engine Diagnostic switch (STI button) is pressed in
and the ignition key is turned ON. (See the mechanical
diagnostic section for more information).
the amount of Distance miles/kilometers since the
last service before lighting the Change Oil Lamp.
EGES175-1
Figure 172 Circuit Diagram for Engine Warning Lights/Alarm and Test Switch
EGES175-1
NOTE: *See CTS- 5122V Electrical Circuit Diagram

Publication
EGES175-1
Electronic Control Module Power Supply (ECM

PWR)
Circuit Functions
Figure 173 Power Supply Diagram for Electronic Control Module
The Electronic Control Module (ECM) requires a 12V Fault Detection / Management
power source. The ECM receives operating power
The ECM monitors battery voltage. If the ECM
directly from the vehicle batteries through the ECM
continuously receives less than 6.5V or more than
relay contacts each time the ignition key switch is
18V a Diagnostic Trouble Code will be set. The
turned ON. Turning the ignition key switch ON causes
Diagnostic Trouble Code will not cause the Engine
the ECM to provide an internal ground to the coil side
Warning light to be turned ON. If the condition is
of the ECM relay. This causes the relay to close its
intermittent, the code will be logged as an inactive
contacts and provide the ECM with power.
Diagnostic Trouble Code. The ECM will not operate
at voltages continuously below 6.5 or above 18V.
EGES175-1
Figure 174 Power Supply Circuit for Electronic Control Module
Table 92 ECM PWR Circuit Diagnostics

Key On Engine Off - Voltage Checks at ECM Power Relay Socket (Check with ECM
relay removed, ignition key ON, and engine OFF.)
+Test Points Spec. Comments
Voltage present at all times. If no voltage, check ground and power circuits from
85 to gnd 12V ± 1.5
chassis connections
Voltage present at all times. If no voltage, check ground and power circuits to
30 to gnd 12V ± 1.5
battery circuits
ECM grounds relay through internal transistor. Expect 1.2V with Key ON relay
86 to gnd 0.6V to 2V
removed
87 to gnd 0V No voltage present when relay is removed
Key ON Engine OFF - Voltage Checks at ECM (Check with breakout box installed,
ECM power relay installed, and ignition key ON.)
24 to gnd 12V ± 1.5 Power from ignition switch to ECM
21 to gnd 12V ± 1.5 Power from relay to ECM
25 to gnd 0.6 to 2V ECM grounds relay through internal transistor. Expect 1.2V with Key ON
1 to gnd 0V Ground - voltage reading indicates poor ground to battery
EGES175-1
Table 92 ECM PWR Circuit Diagnostics (cont.)

Circuit Resistance Checks (Check with breakout box installed, ECM power
relay installed, and ignition key OFF.)
1, 2, 23, 42
<5 Ω Resistance from ECM grounds to battery grounds.
to gnd
F11 to 25 60 - 120 Ω Measure resistance across relay coil - Remove fuse F11 to test.
30 to Batery Power from battery and relay to ECM (Remove relay to test and test at location
<5 Ω
cable 30 in relay socket). Positive battery cable disconnected
112 = Internal ECM voltage was detected above 18V
113 = Internal ECM voltage was detected below 6.5V
626 = ECM detected intermittent power loss through ECM relay
EGES175-1
Extended Description 2. an additional voltage provided while attempting

to jump start engine or improper external battery
See Electronic Control Module Power and Ground
connections.
System Circuit Diagram (Figure 175) for the following
discussion. If the condition causing code 112 is intermittent, the
Diagnostic Trouble Code will change from active to
The Electronic Control Module (ECM) receives power
inactive. Diagnostic Trouble Code 112 does not cause
directly from the vehicle batteries when the ECM
the Engine Warning light to turn ON.
power relay is energized. This allows maximum
power transfer from the batteries to the ECM with Diagnostic Trouble Code 113
minimum power loss. The wire harness that supplies
power to the ECM is fused at the battery to protect
the ECM from short circuits. Internal voltage power Out of Range Low
When the key switch is turned ON, ignition power from Diagnostic Trouble Code 113 can be caused by
fuse F5 (5 A) is supplied to Pin 24 of the ECM through consistently less than 6.5V being applied to ECM pins
the 22 pin cab cowl connector. This signals the ECM 21, 22 and 41. This can be caused by a defective
that the ignition switch is ON and it is time to enable alternator or ECM power relay, discharged batteries,
the ECM power relay. and/or increased resistance in the battery feed
circuits. Diagnostic Trouble Code 113 does not turn
Power to the ECM Power Relay control coil (terminal
the Engine Warning Light ON. If the condition causing
85) is provided by circuit 97CT from the battery feed
Diagnostic Trouble Code 113 to set is intermittent,
stud through the 22 pin cab cowl connector. The ECM
when the condition is no longer present, the code
will enable the ECM power relay by completing the
status will go from active to inactive.
ground circuit (internally) to the relay at ECM pin 25.
When the ECM Power Relay is enabled, power at
terminal 30 from the vehicle batteries is switched ATA Code PID 254 FMI 56
directly to the ECM from terminal 87 of the relay to
Unexpected Reset Diagnostic Trouble Code
pins 21, 22 and 41 of the ECM. The vehicle battery
power for this relay is supplied directly from the Any time power is interrupted to the ECM due to
battery through connector 426 to terminal 30 of the intermittent power feed circuits caused by loose or
relay. dirty connections at the batteries or at ground cables,
the ECM may power down. When the power or ground
circuit becomes intact again the ECM will reboot itself.
ECM Diagnostics This may cause erratic engine operation. Diagnostic
Trouble Code 626 will be set anytime flow of power is
If the ECM detects more than 18V at pins 21,
interrupted to the ECM. Turning the ignition key OFF
22, and 41 Diagnostic Trouble Code 112 is set.
and then ON again causes the code to change from
Voltage less than 6.5V detected by the ECM will set
active to inactive. Diagnostic Trouble Code 626 will
Diagnostic Trouble Code 113. The ECM can detect
not cause the Engine Warning light to illuminate.
an intermittent interruption of power or ground circuits.
Diagnostic Trouble Code 626 is set for an unexpected
reset.
Before Performing any Tests
Inspect ECM power relay circuit connectors for
ATA Code PID 168 FMI 35 pushed back, damaged, corroded or dirty terminals
as well as making sure the terminals and wires are
Internal voltage power Out of Range High
properly crimped. Make sure connectors are correctly
Diagnostic Trouble Code 112 can be caused by: joined. Also check for damage to wiring, and clean,
tight battery and ground connections.
1. a defective alternator causing an alternator output
voltage in excess of 18V.
EGES175-1
Troubleshooting while checking for an intermittent connection in the

power feed wiring. The Electronic Service Tool (EST)
If Diagnostic Trouble Code 112 or 113 is active, see
may be used to indicate Diagnostic Trouble Codes
CTS-5000 Master Service Manual for troubleshooting
and display the ECM voltage.
electrical and charging systems.
If Diagnostic Trouble Code 626 is active, the voltage
at pins 21, 22, and 41 of the ECM should be monitored
EGES175-1
Figure 175 Circuit Diagram for Electronic Control Module and Ground
EGES175-1

Diagrams
EGES175-1
ECM Self Diagnostics

Signal Functions
Figure 176 Electronic Control Module
The Electronic Control Module (ECM) electronic control system. The ECM self tests include
memory checks, programming checks, and internal
• monitors and controls engine and vehicle
power supply checks for fuel injectors. The ECM is
operation and performance,
capable of internal Diagnostic Trouble Code detection,
• enables vehicle features such as PTO and cruise and depending on the severity of the problem, it
control to function, can provide Diagnostic Trouble Code management
strategies to allow limited engine/vehicle operation.
• and communicates engine and vehicle
information to the instrument cluster, See ECM Self Diagnostic Trouble Code listing (Table
transmission (on vehicles equipped with 93) for the Electronic Control Module Self Diagnostic
electronically controlled transmissions), and Codes.
diagnostic/programming tools.

During normal operation, the ECM automatically
performs diagnostic checks on itself and the total
EGES175-1
ECM Self Diagnostics
Table 93 ECM Self Diagnostic Trouble Codes

DIAGNOSTIC TROUBLE CODE 111
ATA CODE: None
Condition
No diagnostic trouble code conditions detected
Description:
Can only determine if ECM has detected continuous diagnostic trouble codes detected during
Note: an Output Circuit Check. Diagnostic trouble codes generated during an On-Demand Test
such as Cylinder Contribution Tests can only be accessed with the (EST)
Injector Drive Diagnostics
Condition
Injector Driver Circuit diagnostic trouble code
Description:
Symptoms: Possible hard start/no start or low power condition
Possible
Shorted engine harness, injector harness or defective ECM.
Causes:
Perform injector harness checks in INJ circuit diagnostics, if no defects found, replace ECM
Actions:
and retest.
ECM Memory/Programming Diagnostics
Condition
EFRC/EECM INJ configuration mismatch.
Description:
Symptoms: Possible hard start no/start or low power condition.
Possible Wrong EFRC (Engine Family rating Code) selected for the ECM strategy programmed in
Causes: the module.
Check EFRC and verify that it matches ECM strategy level. Reprogram ECM or change
Actions:
EFRC as necessary.
ATA CODE: SID 253 FMI 1
Condition
Manufacturing Defaults Selected.
Description:
Symptoms: Very low power (25 HP).
Possible Programmable parameters for ECM never programmed in module. (Most likely to occur in
Causes: new vehicle or new module).
Actions: Program programmable parameters.
Condition
Engine using Field Default Rating.
Description:
Symptoms: Low power (lowest rating in engine class) and vehicle features not working.
Possible
Programmable parameters for ECM module incorrectly programmed in module.
Causes:
EGES175-1
Table 93 ECM Self Diagnostic Trouble Codes (cont.)

Condition
Invalid Engine Family Rating Code (EFRC).
Description:
Possible Wrong EFRC (Engine Family Rating Code) selected for the ECM strategy programmed
Causes: in the module.
Symptoms: Possible hard start/no start or low power condition.
Check EFRC and verify that it matches the ECM strategy level. Reprogram ECM or change
Actions:
the EFRC as necessary.
Condition
Field Defaults Active.
Description:
Symptoms: Low power (lowest rating in engine class) and vehicle features not functioning.
Possible
Programmable parameters for the ECM incorrectly programmed in module.
Causes:
Condition
Read Only Memory (ROM) Self Test diagnostic trouble code
Description:
Symptoms: No Start.
Possible
Internal ECM problem.
Causes:
Actions: Replace ECM.
ATA CODES: SID 254 FMI 12
Condition
RAM Memory - CPU Self Test diagnostic trouble code.
Description:
Symptoms: No Start.
Possible
Causes:
Condition
Programmable Parameter List Level Incompatible.
Description:
Possible
No start or run in field defaults.
Causes:
Symptoms: Programming problem or internal ECM problem.
Actions: Attempt to program the ECM, if no help, replace the ECM.
Condition
RAM Programmable Parameter List Corrupt.
Description:
Symptoms: No start or run in field defaults.
EGES175-1
Table 93 ECM Self Diagnostic Trouble Codes (cont.)

Possible
Causes:
Condition
Calibration Level Incompatible.
Description:
Possible
Programmable problem or internal ECM problem.
Causes:
Actions: Attempt to program the ECM, if no help replace the ECM.
Condition
Programmable Parameter Memory Content Corrupt.
Description:
Possible
Causes:
EGES175-1
Electronic Pressure Governor

Signal Functions
Figure 177 Function Diagram for Electronic Pressure Governor
The Electronic Pressure Governor (EPG) is an is then used along with the actual hydraulic pressure
optional feature used for closed loop control of signal (feedback) to control desired engine speed
hydraulic pressure based on an external hydraulic required to achieve the desired hydraulic pressure.
pressure input and a programmable desired hydraulic
pressure. This feature is targeted for fluid delivery
pumps, especially fire truck applications. Fault Detection / Management
The EPG feature is active when no Electronic If the ECM detects a an Out of Range High or Low
Pressure Sensor (EPS) Diagnostic Trouble Code condition in the Electronic Pressure Sensor (EPS)
exists, the driveline is in its proper state (which is circuit, the ECM will set a Diagnostic Trouble Code
dependent on the type of pump used), the vehicle and disable EPG operation.
is stationary and its corresponding programmable
The ECM also monitors hydraulic pressure, engine
parameter is turned on.
speed and the status of the EPG select switch. If
When the EPG feature is first initiated, the desired pressure loss is detected (also referred to as steady
hydraulic pressure is ramped up at a programmable state error) the EPG feature is turned off and a
ramp rate. The limited desired pressure (set point) corresponding Diagnostic Trouble Code is set.
EGES175-1
Figure 178 Circuit Diagram for Electronic Pressure Governor
EGES175-1
NOTE: After removing connectors, always check for

damaged pins, corrosion, and loose terminals.
Table 94 Electronic Pressure Governor Diagnostics

Sensor Connector Voltage Checks (Check with sensor connector disconnected and ignition key ON.)
A to gnd 0V Signal ground no voltage expected
B to gnd 5V ± 0.5 VREF check with key ON. If voltage not in specs, see VREF circuit.
C to gnd <0.25V If greater than 0.25V, signal wire is shorted to VREF or battery
Sensor Connector Checks to Chassis Ground (Check with sensor connector disconnected,
positive battery cable disconnected, and ignition key OFF)
Resistance to chassis ground. Check with key off. If > than 5 Ω the harness
A to gnd <5 Ω
is open
7 to A <5 Ω Resistance from sensor connector to 60 pin connector - signal ground
13 to C <5 Ω Resistance from sensor connector to 60 pin connector - EPS signal
216 = Signal voltage was less than 0.039V for more than 0.1 sec
226 = Signal voltage was greater than 4.9V for more than 0.1 sec
336 = Hydraulic pressure unable to achieve commanded setpoint
EGES175-1
Extended Description This parameter allows the customer to fine tune how
the electronic pressure governor will govern the fluid
Electronic Pressure Governor Parameters
pressure.
This group of parameters customizes the electronic
ECM Diagnostics
pressure governor feature.
• Electronic Pressure Governor
This parameter indicates to the on-board electronics
if the vehicle has the electronic pressure governor Electronic Pressure Governor signal Out of Range
feature. Low
OFF: Feature is turned off at all times. Diagnostic Trouble Code 216 is set by the ECM if the
signal voltage is less than 0.039V for more than 1
ON: Feature is enabled and may be turned on and
second. When Diagnostic Trouble Code 216 is set,
activated by the operator.
the EPG function is disabled.
• Electronic Pressure Governor DDS
Diagnostic Trouble Code 216 can be set due to
This parameter indicates how the driveline an open or short to ground on the signal circuit, a
disengagement signal should be interpreted by defective sensor or connector or an open VREF circuit.
the on-board electronics.
Neutral operation: Driveline must be disengaged at
all times for electronic pressure governor operation.
Electronic Pressure Governor signal Out of Range
Split shaft: Changing driveline status will cause the
High
Electronic Pressure Governor to be deactivated.
Diagnostic Trouble Code 226 is set by the ECM if the
• EPG Mode Indicator
signal voltage is greater than 4.9V for more than 1
This parameter indicates if the Electronic Pressure second. When Diagnostic Trouble Code 226 is set,
Governor operation mode indicator is available. the EPG function is disabled.
OFF: Indicator is not available. Diagnostic Trouble Code 226 can be caused by a
short in the signal circuit to a voltage source or a
ON: Indicator is available.
defective sensor.
• Pressure Ramp Rate
This parameter indicates the rate at which the fluid
pressure is to be increased when the operator
depresses and holds the Resume/Accel button. Hydraulic Pressure Unable to Achieve
Commanded Set Point
• EPG Integral Gain Adjust
The ECM has detected that the hydraulic system has
This parameter allows the customer to fine tune how
not achieved the hydraulic pressure requested by the
the Electronic Pressure Governor will govern the fluid
system. When Diagnostic Trouble Code 336 is active,
pressure.
the EPG function is disabled.
• EPG Proportional Gain Adjust
EGES175-1
NOTES
EGES175-1
Engine Coolant Level System

Signal Function
Figure 179 Engine Coolant Level system function
The engine coolant level system monitors the level of Fault Detection / Management
coolant in the cooling system. The Electronic Control
There are no ECM diagnostics for the Engine Coolant
Module (ECM) can be programmed to shut down the
Level system. Diagnostic Trouble Code 236 will be
engine to prevent engine damage.
active when a low coolant situation is present and
the Electronic Service Tool (EST) will indicate Engine
Coolant Level Below Warning/Critical level. After the
Coolant Level Sensors
coolant has been restored to proper levels, Diagnostic
1. Magnetic Switch Trouble Code 323 will remain as an inactive code and
the ECM will log the engine hours of the occurrence.
The magnetic switch sensor is used in plastic surge
tanks. The magnetic switch is open when the coolant
level in the tank is full.
2. Conductive Probe
The conductive probe sensor is used in steel surge
tanks. The conductive probe is grounded when the
coolant level in the tank is full.
EGES175-1
Figure 180 Circuit Diagram for Engine Coolant Level Sensor
EGES175-1
Table 95 Engine Coolant Level System Diagnostics

All tests performed with coolant level full, (plastic or steel tank connector voltage checks)
Coolant Level Sensor connector (400) removed and Ignition switch ON
A to gnd 5V ± 0.5 Open circuit 34B or defective ECM.
B to gnd 0V Circuit 34G shorted to another circuit.
(A) to (B) 5V ± 0.5 Open ground circuit 34G, 11GJ or 11GS. Open in 34B
Connector Resistance Checks (coolant level sensor connector (400) removed, measure across sensor)
PLASTIC TANK
(A) to (B) >1000 Ω Low coolant, defective sensor or shorted sensor harness.
SteeL TANK
(A) to (B) <5 Ω Low coolant, defective sensor or open sensor harness.
ECM Chassis Connector (black) Voltage Checks (Check with breakout box installed,
ignition switch ON, and sensor connected.)
PLASTIC TANK
Voltage should be >4.3V w/tank full. Voltage should be <3.4V w/tank empty.
10 to gnd 5V ± 0.5V
(Use breakout box.)
SteeL TANK
10 to gnd 0V to ± 0.5V 5 Volts indicates low coolant level or open in circuit 34B.
236 = ECM has detected an open or shorted circuit on the ECL circuit.
323 = The 12V circuit at pin 10 of the ECM has been pulled to ground indicating low coolant. Check cooling
system.
EGES175-1
Extended Description sensor and the preprogrammed warning time has

expired. If the engine stops running in this condition,
The Engine Coolant Level sensor is used with the
it can be restarted and run again for the warning time
optional engine warning and protection feature. The
period, provided it is capable of restarting.
Coolant Level system monitors coolant level in the
surge tank to protect the engine from damage due to
operating the engine when the coolant level is low.
Coolant Level Sensors
Since this is an optional feature, the system functions
by programming three way warning or three way 1. Magnetic Switch
engine shutdown in the ECM.
The magnetic switch sensor is used in plastic surge
In either mode when the feature has been enabled tanks. The magnetic switch is open when the coolant
and the engine is running, the ECM will cause the red level in the tank is full.
Oil/Water warning light to illuminate and the warning
2. Conductive Probe
buzzer to sound if the coolant level is below the
level of the sender in the surge tank. If the system The conductive probe sensor is used in steel surge
is programmed for engine shut down, the ECM will tanks. The conductive probe is grounded when the
cause the engine to stop running after the coolant coolant level in the tank is full.
level has been depleted below the coolant level
EGES175-1
Plastic Surge Tanks shutdown feature. Contact Technical Services or your

International® dealer for programming this feature.
Plastic surge tanks use a floating ball with a magnet
and magnetic switch. With the coolant level full, the Diagnostic Trouble Code 236
float will raise and the magnet will pull the level switch
open. This will allow for 5V to be present at pin 10
of the ECM. If the level should go low, the switch will Engine Coolant Level Switch Circuit Diagnostic
close and pin 10 of the ECM would go to 0V. The ECM Trouble Code
must be programmed for a plastic tank for this coolant
Diagnostic Trouble Code 236 will be active when the
level switch to operate properly.
ECM detects an in-range voltage error in the Engine
Coolant Level (ECL) circuit. This condition is usually
Steel Surge Tanks caused by a high resistance connection or intermittent
short to ground in the circuit.
Steel surge tanks use a conductive probe that allows
the probe to be grounded when the coolant level is Diagnostic Trouble Code 323
full. This causes the voltage at pin 10 to be 0V. If
the coolant level is low the probe circuit is open and
a 5V signal is present at pin 10 of the ECM. If using Engine Coolant Below Warning/Critical Level
a steel surge tank, it is necessary for the ECM to be
Diagnostic Trouble Code 323 will be active when the
programmed for a steel tank.
coolant level is low, and the EST will show COOLANT
LOW. When the coolant level is corrected, Diagnostic
Programming Trouble Code 323 will change to inactive and the ECM
will log the engine hours and odometer reading.
Coolant level monitoring is a customer programmable
feature that may be programmed by the Electronic
Service Tool (EST) using the customer password. The
coolant level feature is operational if programmed for
three way warning or three way shutdown, however, 1. Before troubleshooting, make sure that the
if not preprogrammed for three way shut down batteries are fully charged. If batteries are not
at the factory it will not be possible to enable the fully charged, voltage tests will give misleading
EGES175-1
readings. Check battery connections and Troubleshooting

grounds for clean, tight connections free of
Use the EST to monitor the coolant level on the data
damage.
list or to retrieve Diagnostic Trouble Codes from the
2. Before troubleshooting a circuit, inspect Diagnostic Trouble Code list. Also prior engine events
connectors for pushed back, loose or damaged can be retrieved using the EST in the calibration data
(spread or bent) terminals, or wires with cut screen under the Event Log. This will display the
strands, etc. Wires and connections must be free total number of times the event has taken place, the
of damage or corrosion. When some connectors engine hours, the odometer reading at which the last
corrode, a light white residue will be present that two events have taken place.
must be removed.
3. Before troubleshooting, inspect suspect circuit
damage.
EGES175-1
NOTES
EGES175-1
Engine Coolant Temperature Sensor (ECT)

Signal Functions
Figure 182 Function Diagram for Engine Coolant Sensor
The Engine Coolant Temperature (ECT) sensor is a Engine Warning and Protection - Optional feature
thermistor type sensor that changes resistance when when enabled will warn driver of overheat condition
exposed to changes in coolant temperature. When and can be programmed to shut the engine down.
interfaced with the ECM it produces a 0 to 5V analog
signal that indicates temperature.
Coolant Temperature Compensation- At coolant
temperatures greater than 214°F (101°C) full load An ECT signal detected Out of Range High or Out
fuel quantity is reduced by approximately 6% for each of Range Low by the ECM will cause the ECM
degree of temperature (°C), until engine temperature to ignore the ECT signal and assume an engine
reaches 218°F (103°C). Above 218°F (103°C) fuel is coolant temperature of -29°F (-20°C) for starting and
reduced by 3% for each °C increase in temperature. a temperature of 180°F (82°C) for engine running
conditions. The WARN ENGINE lamp will also be
Idle Speed- At temperatures below 158°F, (70°C) low
illuminated as long as the Diagnostic Trouble Code
idle is incrementally increased to a maximum of 875
condition exists.
rpm.
EGES175-1
Figure 183 Circuit Diagram for Engine Coolant Temperature Sensor
EGES175-1
NOTE: After removing connectors always check for

Table 96 Engine Coolant Temperature Sensor Diagnostics

Connector Voltage Checks (Check with sensor disconnected from harness and ignition key ON.)
B to Gnd 4.6 – 5.0V Pull up voltage, if no voltage or low voltage, circuit is open or has high
resistance or short to ground.
A to Gnd 0 – 0.25V Voltage > 0.25V, wire shorted to Vref or B+
Connector Checks To Chassis Ground (Check with sensor connector disconnected, positive battery cable
disconnected, and key OFF.)
A to Gnd <5Ω More than 5 Ω indicates harness is open
B to Gnd > 1000Ω If < 1000Ω indicates a short to ground
Operational Voltage Checks
Test Points: (+) No. Spec. (Check with breakout tee installed and key-ON.)
13 to (–) No.19
Voltage Temp °F Temp °C Sensor Resistance
0.356V 230 110 1.19 kΩ
3.87V 32 0 69.2 kΩ
4.33V –5 – 20 131 kΩ
Harness Resistance Checks (Check with breakout box installed on Engine side only.)
Test Points: Spec. Comments
19 to A < 5Ω Ground wire open

13 to B < 5Ω Signal wire open
EGES175-1
Table 96 Engine Coolant Temperature Sensor Diagnostics (cont.)

114 = Engine coolant temperature signal voltage < 0.127V for more than 0.1 second
115 = Engine coolant temperature signal voltage > 4.6V for more than 0.1 second
316 = CAP temperature specifications not met after 120 minutes of operation
321 = Engine coolant temperature above WARN level, 228°F (109°C)
322 = Engine coolant temperature above critical level, 234°F (112°C)
325 = Engine coolant temperature compensation enabled
EGES175-1
Figure 184 Circuit Diagram for Engine Coolant Temperature Sensor (with two wire breakout tee)
NOTE: The following ECT sensor tests are for 2001

MY vehicles with serial No. 1287935-up.
Table 97 ECT sensor tests using Master Diagnostics

Engine Coolant Temperature (ECT) Sensor Voltage Checks (Check with key-ON engine-OFF.)
Install the 2 wire breakout tee between the ECT sensor and harness connector. View ECT VOLTAGE using the
Continuous Monitor test found under the diagnostics menu in MASTER DIAGNOSTICS. If the circuit has an
active fault according to the voltage level (Code 114 <0.127V, Code 115 >4.6V), complete the following steps.
Test Condition Expected Comments
Voltage
Sensor Disconnected >4.6 V Voltage <4.6, inspect the signal circuit for short to ground.
Standard jumper installed 0V If voltage is >0.127, check ground and signal circuits for an open or
between the GREEN and high resistance. Measure resistance from PIN A to PIN 19, and from
BLACK pins of the PIN B to PIN 13 (spec. <5Ω) using a breakout box to determine if
breakout tee the resistance is in the harness.
0.5 kΩ jumper installed <1.0V If voltage is >1.0V, check signal circuit for a short to VREF, B+, or
between the GREEN another sensor’s signal voltage.
and BLACK pins of the
breakout tee
Replace the sensor if the code is active and the expected results are obtained with all the sensor
tests. The sensor is not at fault if one or more of the sensor tests does not produce the expected
results. See ECT Sensor Troubleshooting Flowchart .
EGES175-1
Figure 185 Troubleshooting chart for Engine Coolant Temperature Sensor
EGES175-1
Extended Description The Engine Coolant temperature sensor is a

thermistor type sensor that changes resistance
Function
when exposed to different temperatures.
The International® engine control system includes an
When the temperature of the coolant is decreased, the
Engine Coolant Temperature sensor (ECT). The ECM
resistance of the thermistor increases which causes
measures the Engine Coolant Temperature signal
the signal voltage to increase. As the temperature
and uses this information for Coolant Temperature
of the coolant is increased the resistance of the
Compensation and optional high temperature warning
thermistor decreases, which causes the signal
and shut down systems.
voltage to decrease.
Coolant Temperature Compensation is used to protect
The ECT sensor is supplied a regulated 5V reference
the engine if the coolant temperature is too high. The
voltage from the ECM. The sensor is grounded
ECM monitors the ECT signal to determine coolant
at terminal A through the signal return terminal at
temperature. If the coolant reaches 214°F (101°C),
the ECM. As the coolant temperature increases
the ECM will reduce the fuel delivery by 6% for each
or decreases, the sensor changes resistance and
degree (in Celsius) of temperature increase. If the
provides the ECM with the coolant temperature signal
coolant temperature increases to 218°F (104°C),
voltage. This signal voltage is then read by the ECM
fuel quantity will be reduced 3% for each degree
to determine the temperature of the coolant.
(in Celsius) of temperature increase. Coolant
Temperature Compensation can be programmed ECM Diagnostics
to be inoperative in certain applications where full
With the ignition key ON, the ECM continuously
engine performance is required over the protection of
monitors the ECT circuit for expected voltages. If the
the engine.
signal voltage is more or less than the expected value
For engines equipped with an engine warning system, the ECM will set a Diagnostic Trouble Code.
the ECM will activate the audible warning alarm and
If the ECM detects a Diagnostic Trouble Code in the
illuminate the red Oil/Water warning light when the
ECT signal, the ECM will disregard the signal and
engine coolant temperature reaches 225°F (107°C).
default to a temperature of 180°F (82°C) for engine
For engines equipped with an engine shut down running operation and -29°F (-33.9°C) for starting the
system, the ECM will shut the engine off when the engine. If the Diagnostic Trouble Code is no longer
coolant temperature reaches 235°F (112.5°C). The present, the ECM will return to normal operation using
vehicle operator may restart the engine by turning the the ECT signal for processing.
ignition key OFF and then restarting it. After restart,
Diagnostic Trouble Codes in the ECT signal can
the ECM will allow the engine to run for an additional
be retrieved using the Engine Diagnostic Switch or
30 seconds, before shutting off the engine again.
the Electronic Service Tool (EST). If the Diagnostic
Operation Trouble Code is no longer present, it will be stored as
an Inactive Code.
EGES175-1
Diagnostic Trouble Code 114 potential for engine damage. With code 322 active,
the engine will shut down (if programmed to do so). At
ATA PID 110 FMI 4
the same time, current engine hours and an odometer
ECT Out of Range Low reading will be recorded in the ECM as an Engine
Event.
An Out of Range Low Diagnostic Trouble Code 114
will be set if the ECM detects voltage less than 0.127V If the temperature drops below 235°F (112.5°C), the
for more than 0.1 seconds. If code 114 is active, the code will become inactive and the ECM will return to
ECM will use the default value of 180°F (82°C) for normal operation. Should the engine shut down, it can
engine operation. be restarted to move the vehicle to a safe place.
Diagnostic trouble code 114 may be caused by a short Diagnostic Trouble Code 325
to ground or a shorted or biased sensor.
Power reduced or matched to cooling system
ATA Code PID 110 FMI 3 performance
ECT Out of Range High Diagnostic Trouble Code 325 will be set if the cooling
system temperature exceeds 214°F (101°C). At this
An Out of Range High Diagnostic Trouble Code 115
temperature the ECM will reduce the fuel delivered to
will be set if the ECM detects voltage greater than 4.6V
the engine. For each Celsius degree of temperature
for more than 0.1 seconds. If Code 115 is active, the
above 1% the fuel will be reduced 6%. This reduces
ECM will use the a default value of 180°F (82°C) for
the heat produced by the engine and reduces the
engine operation.
burden on the engine cooling system. Reduced fuel
Diagnostic Trouble Code 115 may be caused by an to the engine will also slow the vehicle, encouraging
open circuit, an open sensor, or a short to another the operator to downshift, increasing the efficiency of
voltage source. the cooling system.
Diagnostic Trouble Code 321 As the temperature is reduced the compensation level
is reduced until the temperature drops below 214°F
(101°C) at which normal operation is resumed.
Engine Coolant Temperature Above Warning
Level
Diagnostic Trouble Code 321 will be set if the ECM
detects engine coolant temperature above 225°F CAP diagnostic trouble code - Unable to warm
(107°C). When this occurs, the ECM illuminates the engine
OIL/WATER warning light and sounds the audible
Diagnostic Trouble Code 316 will only be set with
alarm (if equipped), alerting the operator.
engines that have CAP (Cold Ambient Protection)
If the temperature drops below 225°F (107°C), code strategy enabled. Code 316 is set after the engine
321 will become inactive and the ECM will return to has run for more than 120 minutes and has not
normal operation. exceeded the following specifications for engine
coolant temperature. This code can be cleared with
the Electronic Service Tool (EST).
DT 466E / 530E
Engine Coolant Temperature Above Critical Level
Manual Transmission 142°F / 61°C
Diagnostic trouble code 322 will be set if the ECM
Automatic Transmission 106°F / 41°C
detects engine coolant temperature above 235°F
(112.5°C). When this occurs, the OIL/WATER warning NOTE: This code only indicates that the engine
light illuminates and the audible alarm sounds (if has not reached operating temperature. It does not
equipped) alerting the operator that the temperature indicate an electrical problem.
is increasing (having set code 321) indicating a
EGES175-1
Possible System Faults

• Extended idle time
• Cold ambient temperatures (may require winter
front)
• Thermostat stuck in open position
• Incorrect coolant hose routing (thermostat
bypassed)
• Auxiliary heater cores cooling off engine (school
bus application)
• Fan clutch locked on
See Recommended Actions for Engine Coolant
Temperature Sensor Problems (Table 98) .
Table 98 Recommended Actions for Engine Coolant Temperature Sensor Problems

Recommended Actions:
Condition Action
Recommend to customer to reduce idle time or
Extended idle time
increase idle speed
Cold ambient temperatures Recommend use of winter front
Thermostat stuck in open position Perform thermostat tests per service manual
Incorrect coolant hose routing (thermostat bypassed) Verify correct cooling system routing
Reduce flow to heater cores or slow down fan speed
Auxiliary heater cores cooling off engine
of heater
Fan clutch locked on Verify proper fan clutch operation
EGES175-1
Engine Crank Inhibit System (ECI)

Signal Function
Figure 186 Function Diagram for Engine Crank Inhibit
The Engine Crank Inhibit function of the ECM controls energized. The start relay is protected and controlled
cranking motor operation. The ECM prevents the by an overcrank thermocouple, if equipped.
cranking motor from being engaged when the engine
is running. The transmission neutral safety switch
or clutch switch will prevent the cranking motor from Clutch Switch
being engaged when the transmission is in gear or For vehicles equipped with manual transmissions,
when the clutch pedal is not depressed. the clutch switch supplies power to the Engine
Crank Inhibit (ECI) relay and provides a signal to the
ECM that indicates the driveline is disengaged. For
Electronic Control Module (ECM) vehicles programmed for manual transmissions, a
The ECM prevents the engine from being cranked if 0V signal on the DDS circuit indicates that the clutch
the engine is running, by not enabeling the Engine is disengaged (clutch pedal down). A 12V signal
Crank Inhibit relay. indicates that the clutch is engaged (clutch pedal up).
When the clutch pedal is up no power is available to
the ECI relay.
Engine Crank Inhibit Relay
The Engine Crank Inhibit relay controls the start relay. Neutral Switch
The Crank Inhibit relay receives signals from the For vehicles equipped with mechanical automatic
ignition switch and ECM to close the relay. Current to transmissions (Allison AT/MT), the neutral position
the relay is supplied from the neutral safety switch on switch is used to supply power to the ECI relay
an automatic transmission or clutch pedal switch on and provides a signal to the ECM that indicates the
a manual transmission. driveline is disengaged. For vehicles programmed
for Allison AT/MT transmissions, a 12V signal on the
DDS circuit indicates that the transmission is out of
Start Relay
gear. A 0V signal indicates that the transmission is in
The start relay sends battery voltage to the crank gear. When the transmission is in gear no power is
motor solenoid when the crank inhibit relay is available to the ECI relay.
EGES175-1
WTEC VIM Relay gear. An 0V signal indicates that the transmission is

in gear. When the transmission is in gear no power is
For vehicles equipped with the Allison MD World
available to the ECI relay.
Transmission Electronically Controlled transmission
(WTEC), the transmission controller provides a signal
to a relay in the VIM module to supply power to the
ECI relay and a signal to the ECM to indicate that the
driveline is disengaged. For vehicles programmed The ECM does not monitor cranking system circuits.
for Allison MD transmissions, a 12V signal on the Diagnostic Trouble Codes are not used for this
DDS circuit indicates that the transmission is out of system.
EGES175-1
Figure 187 Circuit Diagram for Engine Crank Inhibit
NOTE: Before testing Engine Crank Inhibit or cranking

circuits, check battery for full charge. Check battery
connections at the battery, frame, and starter. See
CTS 5000 for battery and starter test procedures.
Table 99 Engine Crank Inhibit System Diagnostics

Start Relay Voltage and Resistance Checks - With Starter Relay Removed
Check with relay unplugged and starter switch (key or button) engaged. If no voltage is
86 to gnd 12V ± 1.5
present, troubleshoot clutch or trans switch. ECI circuit or ignition crank circuit.
An open to ground will cause the relay not to energize (check thermal overcrank switch,
85 to gnd <5 Ω
if equipped).
Crank Circuit Test - With the trans out of gear and the clutch depressed with wheels safely blocked,
momentarily insert a jumper wire between socket pins No.30 and No.87 of the Start Relay. NOTE: If the
cranking circuit is functional, the starter will energize. If the engine cranks and voltage is present at
86 and ground at 85 the relay is bad.
ECI Relay Voltage and Resistance Checks - With ECI Relay Removed.
Check with relay unplugged & starter switch (key or button) engaged. If no voltage
85 to gnd 12V ± 1.5
present, troubleshoot ignition crank circuit.
If no voltage is present when clutch is depressed or auto. transmission in neutral,
30 to gnd 12V ± 1.5
troubleshoot clutch switch or neutral safety switch circuit.
ECM will pull circuit up to 4V to 5V with key ON and will go to 0V when the clutch is
86 to gnd 4V to 5V
depressed or transmission is in neutral.
ECI Circuit Test- With the trans out of gear and the clutch depressed with wheels safely blocked, insert a
jumper wire between socket pins No.85 and No.87 of the ECI Relay. If the engine cranks, when the start
switch is engaged either the ECI relay is bad or there is a problem with the ECM or ECM wiring harness.
Contiued on next page
EGES175-1
Table 99 Engine Crank Inhibit System Diagnostics (cont.)

ECM Chassis (Black) Circuit Checks - Check with All Relays Installed and Breakout Box Connected.
Spec.
Test Points Comments
DDS (+26) 0V or Manual Trans - 0V with clutch pedal down, 12V clutch pedal up Automatic Trans -
to (-23) 12V 12V with trans in neutral, 0V trans in gear.
12V ± 1.5 At crank w/clutch up or auto trans in gear, if 12V present ckt good cranking inhibited.
ECI +46 0V to At crank w/clutch down or auto trans in neutral, if ECM pin No.26 is at 12V and pin
to -23 0.6V No.46 is not at 0V to 0.6V, check ECM programming. Cranking allowed.
Pull up voltage from ECM with /key ON, engine OFF or running: trans in gear or
4V to 5V
clutch up.
EGES175-1
Extended Description and to the crank motor solenoid, start terminal. This
closes the crank solenoid to engage the starter.
The engine starting system is controlled by the
Electronic Control Module (ECM). The ECM also
prevents cranking motor operation, while the engine
Electronic Control Module (ECM)
is running, that could cause damage to the starter
pinion and ring gear. When the ECM recognizes that the engine is not
running, the ECM will ground terminal 46 providing
A clutch switch or transmission neutral switch is
DDS status is correct. This provides the current path
in series with the Engine Crank Inhibit relay. Both
for the Engine Crank Inhibit Relay to close when
switches prevent the cranking motor from being
the Start switch is engaged or the starter button
engaged unless the transmission is in neutral or the
is depressed. When the ECM recognizes that the
clutch is disengaged.
engine is running the ECM will open terminal 46. This
The Engine Crank Inhibit system includes the will prevent the Engine Crank Inhibit relay from closing
following: thus preventing the starter motor from engaging.
• Ignition switch
• Push button start switch (optional) Engine Crank Inhibit Relay (ECI)
• Engine crank inhibit relay The Engine Crank Inhibit relay controls the current to
the start relay. Turning the ignition key to the START,
• Start relay
supplies current to the relay at terminal 85. If the
• Crank motor and solenoid engine is not running ECM terminal 46 will enable
the relay by supplying a ground circuit to terminal
• Batteries and cables
86. Current for the start relay is supplied through the
• Neutral safety switch (with AT/MT automatic neutral safety switch if the transmission is in neutral
transmission) with an automatic transmission to terminal 30. Or
if the truck is equipped with a manual transmission,
• Clutch switch (with manual transmission)
current will be supplied to the relay through the clutch
• VIM relay module (with MD automatic switch if the clutch pedal is depressed. With the relay
transmission) closed current can pass through the relay to terminal
86 to power the start relay.
System Operation
Start Relay
See Cranking System Circuit Diagram (Figure 188) for
the following description. The start relay switches battery power to the crank
motor solenoid when the crank inhibit relay is
When the ignition is turned on and the push button
energized. When the engine crank inhibit relay is
start switch is depressed, current flows to the Engine
closed, current is supplied to the start relay terminal
Crank Inhibit (ECI) relay. The relay is enabled when
to energize the relay. The start relay control is
the ECM supplies the ground circuit.
grounded through the starter thermal overcrank
Closing this relay allows current to pass from the protection thermocouple if equipped. Or if not, the
ignition switch through fuse F17 through the neutral relay is grounded directly to the ground stud on the
safety switch (jumped if manual trans), and through starter. With the start relay energized, battery voltage
the clutch switch normally closed (jumped if auto is supplied to the start relay and then switched to the
trans). With the relay closed current then passes crank motor solenoid to crank the engine.
through the relay and will energize the start relay.
Before troubleshooting, make certain batteries are
The ground circuit for the start relay is through the
fully charged. Voltage readings will not be accurate
overcrank protection fuse in the crank motor or directly
if the batteries are not fully charged Check battery
to ground if not equipped with overcrank protection.
cables and grounds for clean and tight connections
When the relay is closed the current can pass from
free of damage.
the crank motor battery terminal through the relay
EGES175-1
Before troubleshooting, inspect circuit connectors Before troubleshooting, inspect the suspect circuit
for pushed back, loose or damaged (spread or bent) ground for clean, tight connections, free of an
terminals, or wires with cut strands etc. Wires and damage.
connections must be free of damage or corrosion.
When some connectors corrode, a light white residue
will be present that must be removed.
EGES175-1
Figure 188 Cranking System Circuit Diagram
EGES175-1
NOTE: *See Publication CTS 5122V Electrical Circuit

Diagrams
EGES175-1
NOTES
EGES175-1
Engine Data Line with Allison AT/MT Transmission

(EDL)
Circuit Functions
Figure 189 Function Diagram for Engine Data Line
The Electronic Control Module is programmed with solenoid. When engine load is >80% the relay coil
two shift schedules: The Closed Throttle Mode and ground is opened by the ECM, which de-energizes the
the Wide Open Throttle Mode. relay, supplying power to the shift solenoid.
1. The Closed Throttle Mode is for situations with
moderate engine load. ECM pin 56 will be Low
Fault Detection/management
(0V). This energizes the relay, turning off power
to the transmission module shift solenoid, causing The EST is used to initiate the KOEO Output Circuit
the transmission to shift at approximately 65% of Tests. This will test the enabling circuit between the
engine load. key switch, through the relay coil and circuit to ECM
pin 56. If an open or short (high or low) is found in this
2. The Wide Open Throttle Mode is for heavy load
circuit, Diagnostic Trouble Code 244 will be set.
situations. ECM pin 56 will be High (12V). This
de-energizes the relay causing 12V to be applied Note that the test does not check relay function or the
to the solenoid. In this mode, the transmission circuit to the shift solenoid.
shifts at approximately 80% of engine load.
When the engine is operating at less than the load
shift point, ignition voltage is not applied to the shift
EGES175-1
Figure 190 Circuit Diagram for Engine Data Line (with Allison AT/MT Transmission)
Table 100 Circuit Diagnostics for Engine Data Line with Allison AT/MT Transmission
Key On Engine Off - Voltage Checks at EDL Relay Socket (Check with EDL relay
removed, ignition key, ON and engine OFF.)
Should be power when key on, if no power check ground and power circuits
86 to gnd 12V ± 1.5
from key switch, fuse F1.
Should be power when key on, if no power check ground and power circuits
30 to gnd 12V ± 1.5
from key switch, fuse F1.
If no voltage present open circuit or high resistance through shift solenoid, see
875A to 30 > 10V
CTS 5000 Allison transmission.
86 to gnd 0V No voltage present when relay removed.
Key On Engine Off - Voltage Checks at ECM (Check with breakout box installed,
EDL relay installed, and key ON.)
With EST tool enter OUTPUT STATE TEST set outputs high (12V = shift
+56 to -23 12V ± 1.5V
modulator energized).
With EST tool enter OUTPUT STATE EST set outputs low (0V = shift modulator
+56 to -23 0V
de-energized).
If voltage states are correct the ECM is functioning correctly.
Circuit Resistance Checks (Check with breakout box installed, EDL relay installed, and key ON.)
56 to 85 <5 Ω Resistance from ECM to EDL relay.
85 to 86 80 - 120 Ω Measure resistance across relay coil.
30 to F1 <5 Ω Power from relay to fuse F1. (Fuse removed)
244 = High or low resistance detected in relay or relay coil during an Engine Off test [Output Circuit Check
(OCC)]
EGES175-1
Extended Description the relay does not energize. The ignition power on
circuit 92B goes through the normally closed (N.C.)
Engine Data Line (EDL) output from the ECM controls
contacts (30 to 87A) to the Transmission Modulator
the Transmission Modulator Shift Solenoid Control
Shift Solenoid, causing the shift solenoid to energize.
Relay, which in turn controls the Transmission
Modulator Shift Solenoid.
The ECM is programmed with two shift schedules: Closed Throttle Mode Operation
Closed Throttle Mode and Wide Open Throttle Mode.
In the Closed Throttle Mode, ECM pin 56 is LOW
• The Closed Throttle Mode schedule pertains (0V) and Transmission Shift Modulator (404) is not
to applications when moderate engine load energized. When ECM pin 56 is LOW (0V), circuit
is encountered. The transmission will shift at 92F grounds the Modulator Shift Control Relay
approximately 65 percent of engine load. control coil causing the relay to energize, opening
the normally closed (N.C.) contacts (30 to 87A) in the
• The Wide Open Throttle Mode shift schedule has
relay, TURNING OFF the power to the Transmission
shift points that occur at 80 percent of engine
Modulator Shift Solenoid, which is de-energized.
load. This provides increased power output
during heavy load situations where grades,
passing, or lane acceleration are necessary.
ECM Diagnostics
See Allison Automatic Transmission System
The ECM does not continuously monitor the EDL
(N/Electronic XMSN) Circuit Diagram (Figure 191) for
circuits. To check these circuits use the Electronic
the following description.
Service Tool (EST) to perform the KOEO - Output
The ECM analyzes engine operating data and Circuit Checks (OCC).
determines which mode is correct for current
operation. The Allison transmission uses Engine
Data Line (EDL) output from ECM connector pin 56 ATA Code SID 248 FMI 11
to select the correct shift schedule depending upon
EDL OCC Diagnostic Trouble Code
engine loads.
The OCC Test checks Relay Control Coil circuits 92F,
When ECM pin 56 is LOW (0V), the transmission
92D, 92E and the relay control coil for opens or shorts
operates in the Closed Throttle Mode (normal shift
(high or low). If a defect is noted, Diagnostic Trouble
schedule). When ECM pin 56 is HIGH (12V), the
Code 244 will be set. The Engine Warning light does
transmission operates in the Wide Open Throttle
not turn ON.
Mode.
Note that the ECM DIAGNOSTICS DO NOT check
the actual operation of the Modulator Shift Solenoid
Wide Open Throttle Mode Operation Control relay or the Modulator Shift Solenoid. The
ECM DIAGNOSTICS also do not check circuits 92B,
In the Wide Open Throttle Mode, ECM pin 56 is HIGH
92C or 92-G. For these reasons, it is possible for the
(12V) and the XMSN Shift Modulator is energized.
Allison AT/MT transmission Modulator Shift Solenoid
The Transmission Modulator Shift Solenoid Control
not to function, without a Diagnostic Trouble Code.
Relay receives ignition power at common terminal
30 and control coil terminal 86. When ECM pin 56
is HIGH (12V), circuits 92F and 92E have 12V so
EGES175-1
Figure 191 Circuit Diagram for Allison Automatic Transmission System (N/Electronic XMSN)
EGES175-1
NOTE: * - See Publication CTS 5122V Electrical

Circuit Diagrams
EGES175-1
Engine Diagnostics Switch and Engine Warning

Light
Signal Function
Figure 192 Function Diagram for Self Test Input Switch
Self Test Input (STI) Switch runs normal start-up tests, and then turns OFF. If the
ECM detects a problem, the WARN ENGINE lamp
The STI switch (Engine Diagnostic Switch) can be
remains ON.
used to run the Key-On Engine-Off (KOEO) Standard
Tests. Diagnostic Trouble Codes detected during Ignition power is applied to the WARN ENGINE
this test result in active Diagnostic Trouble Codes, Lamp. The ground side of the WARN ENGINE lamp
which are transmitted as a series of flashes through is connected to ECM pin 55, which is a ground switch.
the WARN ENGINE lamp. If no Diagnostic Trouble The ECM applies 5V to pin 55 (light OFF) or 0V (light
Codes are detected, the ECM will FLASH Diagnostic ON), in response to engine conditions.
Trouble Code 111 (this indicates that no Diagnostic
Trouble Codes have been detected).
ECM pin 34 has 5V with the key ON and engine OFF.
Depressing the STI switch grounds pin 34, causing it The ECM can detect an open WARN ENGINE Lamp
to change from 5V to 0V, signaling the ECM to start circuit during a Standard Engine Off test when an
the KOEO Standard Tests. output circuit test is automatically performed. There
are no ECM diagnostics for the STI circuits.
WARN ENGINE Lamp
When the key switch is turned ON, the amber Engine
Warning Lamp turns ON and stays ON, while the ECM
EGES175-1
Figure 193 Circuit Diagram for Self Test Input Switch and Engine Warning Light
Table 101 Diagnostics for Self Test Input Switch and Engine Warning Light
Test STI Switch with Ignition Key OFF
Across
>1000 Ω, open
Switch < than 1000 Ω replace switch.
position
Terminals
Across
<5 Ω, closed
Switch > than 5 Ω replace switch.
position
Terminals
Test at STI Switch Connection with Ignition Key OFF
98 to gnd >1000 Ω < than 1000 Ω locate short to ground.
Test at STI Switch Connection with Ignition Key ON
98 to gnd 5V ± 0.5 < than 4.5V check connections, if 0V, check for open/short to ground in circuit 98.
98 to 98-G 5V ± 0.5 < than 4.5V check connections, if 0V, check for open in ground circuit.
If warning light does not turn on IF warning light STAYS ON after self test
when key is turned ON
1. Check for active diagnostic trouble code conditions. (use EST or STI diagnostic trouble codes.)
1. Check fuse and bulb condition
A. If active diagnostic trouble codes are present, correct diagnostic trouble codes
2. Disconnect (379) from ECM and
install breakout box to harness. B. If no diagnostic trouble codes are present, go to step 2
EGES175-1
Table 101 Diagnostics for Self Test Input Switch and Engine Warning Light (cont.)
Jumper terminal 55 to ground and
note if light is ON
A. If light is ON, the ECM is

defective
2. Disconnect (379) from ECM chassis connection and note if LIGHT remains ON
B. If light does not turn ON,
A. If light remains ON, check for short to ground in circuit
check circuit for open
condition
C. If light goes off, ECM is

defective
Diagnostic Trouble Code 266 = Output Circuit Check detected during Standard Test, indicates high or low
resistance in Warn Lamp circuit.
EGES175-1
Extended Description Ignition power WARN ENGINE is applied to the EWL.

The ground side of the WARN ENGINE lamp is
STI Switch
connected to ECM pin 55, which is a ground switch.
The STI switch (Engine Diagnostic Switch) can be The ECM applies 12V to terminal Pin 55 (light OFF)
used to run the Key-On Engine-Off (KOEO) Standard or 0V (light ON), in response to engine conditions.
Tests. Diagnostic Trouble Codes detected during
ECM Diagnostics
this test result in active Diagnostic Trouble Codes,
which are transmitted as a series of flashes through There are no ECM diagnostics for the STI or Warning
the engine WARN ENGINE lamp. If no Diagnostic Light circuits.
Trouble Codes are detected, the ECM will FLASH
Diagnostic Trouble Code 111 (this indicates that no
Diagnostic Trouble Codes have been detected). 1. Before troubleshooting, make sure that the
batteries are fully charged. Check battery
Depressing the STI switch while turning the key ON
connections and grounds for clean, tight
starts the test cycle. The KOEO Standard tests
damage free connections. Voltage tests will
include: (1) ECM Internal Tests and (2) Output Circuit
give misleading results if the batteries are not
Check (OCC) tests.
fully charged.
The normally open (N.O.) switch has one pole
2. Before troubleshooting, inspect circuit connectors
connected through circuit 98 to the ECM STI pin
for pushed back, loose, or damaged (spread or
34. The other switch pole is connected (circuit
bent) terminals, or wires with cut strands. Wires
98-G/11-GA) to the G2 ground stud.
and connections must be free of damage or
ECM pin 34 has 5V with the key ON and engine OFF. corrosion. When some connectors corrode, a
Depressing the STI switch grounds pin 34, causing it light white residue will be present that must be
to change from 5V to 0V, signaling the ECM to start removed.
the KOEO Standard Tests.
WARN ENGINE lamp grounds for clean, tight connections free of
damage.
When the key switch is turned ON, the amber Engine
Warning Light turns ON and stays ON while the ECM Troubleshooting
runs normal start-up tests, and then turns OFF. If the
See Engine Warning Lights/Alarm and Test Switch
ECM detects a problem, the WARN ENGINE lamp
Circuit Diagram (Figure 172).
remains on.
See Self Test Input Switch and Engine Warning
Light Circuit Diagram (Figure 193) for the following
discussion.
EGES175-1
Engine Fan Control

Signal Functions
Figure 194 Function Diagram for Engine Fan Control
The Engine Fan Control provides On/Off control 3. Coolant temperature activation and Retarder
for the engine cooling system fan and a load for Operation
vehicle retarding when required. The ECM strategy
controls and monitors the engine fan solenoid, engine
coolant temperature, intake air temperature, engine Fault Detection / Management
mode selection (engine in an operating mode or
An open or short to ground in the EFAN circuit can
diagnostic mode), and programmable limits and
be detected by the ECM during an On Demand
settings programmed in the ECM. The engine fan
Engine Standard Test. IAT and ECT are monitored
control can be programmed as follows:
continuously. If a Diagnostic Trouble Code is
1. Disabled (off) detected, in either circuit, the EFAN control is disabled
and the engine fan is on all the time.
2. Coolant temperature activation only
EGES175-1
Figure 195 Circuit Diagram for Engine Fan Control
Table 102 Engine Fan Control Diagnostics

Key ON Engine Off - Voltage Checks at EFC Connector (Check with EFC solenoid disconnected, ignition
key ON, and engine off.)
+Test
Spec. Comments
Points-
A to gnd 12V±1.5 Power should be available with key on, check fuse and/or circuit or shorts/open
B to gnd 0V If voltage present, check for short to power
Circuit Resistance Checks (check with EFC solenoid and battery positive cable disconnected, breakout box
installed, and ignition key OFF)
+Test
Spec. Comments
Points-
8 to B <5 Ω If greater than 5 Ω, check for open circuit
F4 to A <5 Ω If greater than 5 Ω, check for open circuit
8 to gnd >1000 Ω If less than 1000 Ω, check for short to ground
A to gnd >1000 Ω If less than 1000 Ω, check for short to ground (Fuse removed)
Operational Checks (Check with EFC solenoid connected and breakout box installed.)
NOTE: This test should be done only when there are no ECT or IAT DTCs present. Voltage will change from
12V to 0V when fan is turned on by using the Output State Test.
+Test
Spec. Comments
Points-
8 to 19 0V Solenoid ON - fan OFF (Outputs low)
8 to 19 12V Solenoid OFF - fan ON (Outputs high)
NOTE: Normal fan on temperature is 212°F (100°C). Normal fan off temperature is 207.5°F (97.5°C).
246 = The Engine Fan Control relay failed the output check during a Key On engine Off Standard Test
NOTE: For test purposes, EFC solenoid can be turned On/Off through the Output State Test
EGES175-1
Extended Description Fan On Temperature

Function This parameter indicates the coolant temperature
above which the fan will be electronically activated.
The engine fan Control provides the proper logic to
determine when the fan should be turned on or off Fan Off Temperature
by energizing or de-energizing the fan drive solenoid.
This parameter indicates the coolant temperature
The engine fan allows a higher air flow for heat
below which the fan will be electronically deactivated.
exchange between the radiator and the ambient air
when needed. Also, the engine fan may be used as Diagnostic Trouble Code 246
a vehicle retarding device.
Engine Fan Control
Engine Fan Control OCC Self Test Failed
Diagnostic Trouble Code 246 is set only during
whether or not the truck has the electronic engine fan
the Engine Off Standard test. During this test the
control feature.
ECM performs an output circuit test that momentarily
Disable: Feature is turned off at all times. enables the EFAN solenoid and measures the voltage
drop across the solenoid.
Coolant Temp Activation Only: Feature will allow
fan activation based on coolant temperature only.
Coolant Temp Activation and as Retarder: Feature
will allow fan activation based on coolant temperature
or as a vehicle retarding device.
EGES175-1
Figure 196 Circuit Diagram for Shutter and Fan Wiring
NOTE: * - See Publication CTS 5122V Electrical

Circuit Diagrams
EGES175-1
Figure 197 Radiator Shutters, 3000FE Chassis Built January 11, 1999 and After
EGES175-1
NOTE: * See Publication CTS 5216W Electrical

Circuit Diagram for adjacent views.
EGES175-1
NOTES
EGES175-1
Engine Oil Pressure Sensor (EOP)

Signal Functions
Figure 198 Engine Oil Pressure Sensor Function Diagram
The Engine Oil Pressure (EOP) sensor is a variable Fault Detection / Management
capacitance sensor. As the ECM applies a 5V
An EOP signal detected Out of Range High or Out
reference signal to this sensor, the sensor produces
of Range Low by the ECM will cause the engine to
a linear analog voltage signal that indicates engine
ignore the EOP signal and disable Engine Warning
oil pressure.
and Protection.
Engine Warning and Protection - An optional
To troubleshoot the EOP sensor and circuit see:
feature which, when enabled, will warn the driver of
low engine oil pressure and can be programmed to • Engine Oil Pressure Sensor Circuit Diagram
shut the engine down. (Figure 199)
Instrument Cluster Display - The ECM transmits • Engine Oil Pressure Sensor and Circuit
sensed engine oil pressure information on the ATA Diagnostics (Table 103)
data link which is displayed on the instrument cluster.
EGES175-1
Figure 199 Circuit Diagram for Engine Oil Pressure Sensor
NOTE: After removing connectors, always check for

Table 103 Engine Oil Pressure Sensor and Circuit Diagnostics

Connector Voltage Checks (Check with sensor connector disconnected and ignition key ON.)
A to gnd 0V Signal ground no voltage expected
B to gnd 5V ± 0.5 Check VREF with key ON. If voltage not within spec., see VREF circuit
C to gnd <0.75V If greater then 0.75V, signal ground wire is shorted to VREF or battery
Connector Checks to Chassis Ground (Check with sensor connector disconnected, positive battery cable
disconnected, and ignition key OFF.)
A to gnd <5 Ω Resistance to chassis ground, check with key off, if > than 5 Ω the harness is open
Harness Resistance Checks (Check with breakout box installed on engine harness only.)
14 to C <5 Ω Resistance from sensor connector to 60 pin connector - EOP signal
Operational Signal Checks (Check with breakout box installed in line with the
Test Points: (+) 14 to (-) 19
ECM.)
Voltage psig kPa Comments
0.89V 5 34
1.15V 10 69
Pressure will vary with engine speed and temperature
2.40V 35 241
3.61V 60 414
EGES175-1
Table 103 Engine Oil Pressure Sensor and Circuit Diagnostics (cont.)
211 = Signal was less than 0.039V for more than 0.1 second
212 = Signal voltage was greater than 4.9V for more than 0.1 second
225 = Engine oil pressure was sensed greater than 40 psi with the ignition key ON engine OFF
313 = Engine oil pressure < 5 psi (34 kPa) @ 700 rpm or 10 psi (69 kPa) @ 1400 rpm or 20 psi (138 kPa)
@ 2000 rpm
314 = Engine oil pressure < 2 psi (14 kPa) @ 700 rpm or 5 psi (34 kPa) @ 1400 rpm or 12 psi (152 kPa)
@ 2000 rpm
EGES175-1
Figure 200 Circuit Diagram for Engine Oil Pressure (EOP)sensor using a breakout tee
NOTE: The following EOP sensor tests are for 2001

Table 104 Engine Oil Pressure Sensor Tests Using Master Diagnostics
Engine Oil Pressure (EOP) Sensor Voltage Checks (check with key-ON engine-OFF)
Install the 3 wire breakout tee between the EOP sensor and harness connector. View EOP VOLTAGE using
the Continuous Monitor test found under the diagnostics menu in MASTER DIAGNOSTICS. If the circuit
has an active fault according to the voltage level (Code 211 < 0.039V, Code 212 >4.9V, Code 225 >1.49V),
complete the following steps.
Expected
Test Condition Comments
Voltage
Sensor 0V Voltage > 0.039V, inspect the signal circuit for short to VREF or B+.
Disconnected
Measure voltage 5V ± 0.5 If voltage is > 5.5V, check VREF for short to B+. If voltage is < 4.5V, check
from PIN B to gnd VREF circuit for open or short to ground.
using a DMM.
0.5 kΩ jumper 5V If voltage is < 4.9V, check signal circuit for open or short to ground. Remove
installed between positive battery cable. Measure resistance from PIN C to Ground (spec
the GREEN and >1 kΩ) and from PIN C to PIN 14 (spec < 5Ω) using a breakout box to
BLUE pins of the determine if short to ground or open is in the harness.
breakout tee.
Standard jumper 0V If voltage is > 0.039V, check ground circuit for resistance. Measure
installed between resistance between PIN A and PIN 19 (spec < 5Ω) using a breakout box to
the BLUE, GREEN, determine if resistance is in the harness.
and BLACK pins of
the breakout tee.
sensor is not at fault if one or more of the sensor tests does not produce the expected results. See EOP
Sensor Troubleshooting Flowchart .
EGES175-1
Table 104 Engine Oil Pressure Sensor Tests Using Master Diagnostics (cont.)
Operational Signal Checks (compare voltage reading at breakout tee with
MD Voltage: (+)14 to (-)19
voltage and psi displayed on Master Diagnostics)
Voltage psig kPa Comments
0.89V 5 34
1.15V 10 69
Pressure will vary with engine speed and temperature
2.40V 35 241
3.61V 60 414
211 = Signal voltage was <0.039 volts for more than 0.1sec.
212 = Signal voltage was >4.9 volts for more than 0.1sec.
225 = Eng. oil press. was sensed >15 psi with the ignition key ON, engine OFF.
313 = Eng. oil press. <5 psi (34 kPa)@700 rpm or 10 psi (69 kPa)@1400 rpm or 20 psi (138 kPa)@2000 rpm.
314 = Eng. oil press. <2 psi (14 kPa)@700 rpm or 5 psi (34 kPa)@1400 rpm or 12 psi (83 kPa)@2000 rpm.
EGES175-1
Figure 201 Troubleshooting flowchart for Engine Oil Pressure Sensor
EGES175-1
Extended Description the ECM will set a Diagnostic Trouble Code. If the
oil pressure is lower than the critical level, the ECM
Function
will record a Diagnostic Trouble Code. The ECM
The Engine Oil Pressure sensor (EOP) is standard automatically records this as a low oil pressure event
in the International® engine control system. Engine that cannot be erased using the EST. This becomes
shutdown and protection is optional and can be a record of engine operation.
ordered with the vehicle or activated at the dealer.
The ECM measures the EOP signal to monitor the
oil pressure. If the oil pressure drops below 5.0 psi
(34 kPa) @ 700 rpm or 10.0 psi (69 kPa) @ 1400 Engine Oil Press signal Out of Range Low
rpm or 20.0 psi (138 kPa) @ 2000 rpm, the ECM
An Out of Range Low Diagnostic Trouble Code 211
will illuminate the OIL/WATER (OWL) light and sound
code will be set if the ECM detects voltage less
the warning alarm. If the vehicle is equipped with the
than 0.039V for more than 0.1 second. If Diagnostic
engine shut down system and the oil pressure drops
Trouble Code 211 is set the ECM will ignore the EOP
to 2.0 psi (14 kPa) @ 700 rpm or 5.0 psi (34 kPa) @
signal and continue to operate normally. If Diagnostic
1400 rpm or 12.0 psi (83 kPa) @ 2000 rpm, the ECM
Trouble Code 211 is active, the ECM will turn on the
will shut the engine off.
Engine Warning light.
Operation
Diagnostic Trouble Code 211 may be caused by an
The Engine Oil Pressure sensor is a variable open VREF feed, open signal circuit, or a defective
capacitance sensor. When pressure is applied to sensor.
the sensor, the capacitance changes in relation to the
pressure.
The ECM supplies a regulated 5V signal to terminal
B of the EOP sensor from terminal 40 of the ECM. Engine Oil Pressure signal Out of Range High
The EOP sensor is supplied a signal return (ground)
An Out of Range High Diagnostic Trouble Code 212
at terminal A to terminal 19 of the ECM.
will be set if the ECM detects a voltage more than 4.9V
During engine operation, oil pressure changes sensor for more than 0.1 seconds. If Diagnostic Trouble Code
capacitance; the incoming 5V reference signal 212 is set, the ECM will ignore the EOP signal and
changes in relation to pressure. The oil pressure continue to operate normally. If Diagnostic Trouble
signal from the sensor at terminal C is sent to Code 212 is active, the ECM will illuminate the Engine
terminal 14 of the ECM. This signal increases equally Warning light.
in proportion to an increase in pressure up to a
Diagnostic Trouble Code 212 can be caused by an
maximum of 85.3 psi (588 kPa).
open signal ground circuit, a short to a voltage source,
ECM Diagnostics or a defective sensor.
The ECM continuously monitors the signal from the Diagnostic Trouble Code 225
EOP sensor to ensure the signal is in the correct
operating range. If the signal is lower or higher
than required, the ECM will set a Diagnostic Trouble Engine Oil Pressure sensor signal In Range
Code. The Diagnostic Trouble Code is retrieved Diagnostic Trouble Code
using the Electronic Service Tool (EST) or by reading
Diagnostic Trouble Code 225 will be set by the ECM,
the Diagnostic Trouble Code, using the Engine
if the signal from the EOP sensor is higher than
Diagnostic Switch. If the ignition key is turned OFF,
expected with the key on and the engine off (a signal
the Diagnostic Trouble Code will be stored as inactive.
that indicates 40 psi). If the ECM detects Diagnostic
During engine operation, the ECM monitors the Trouble Code 225, the ECM will ignore the EOP signal
engine speed signal. The ECM compares the and illuminate the Engine Warning Lamp. Diagnostic
expected oil pressure to engine speed. If the ECM Trouble Code 225 is usually caused by a defective
detects low oil pressure for a given engine speed,
EGES175-1
EOP sensor, a biased circuit, or the incorrect EOP Diagnostic Trouble Code 314
sensor.
ATA Code 100 FMI 7
Engine Oil Pressure Below Critical Level
If Diagnostic Trouble Code 314 is set, this indicates
Engine Oil Pressure Below Warning Level that the oil pressure has dropped below the critical
level. The critical level is 2.0 psi (14 kPa) @ 700 rpm
Diagnostic Trouble Code 313 indicates that the oil
or 5.0 psi (34 kPa) @ 1400 rpm or 12.0 psi (83 kPa)
pressure has dropped below the warning level. The
@ 2000 rpm.
warning level is 5.0 psi (34 kPa) @ 700 rpm or 10.0
psi (69 kPa) @ 1400 rpm or 20.0 psi (138 kPa) @ 2000 Diagnostic Trouble Code 314 may be caused by a
rpm. defective or incorrect sensor sending an incorrect
signal. To confirm this, compare actual oil pressure
Diagnostic Trouble Code 313 can be caused by a
(with a mechanical gauge installed) to the reading
defective or incorrect sensor sending an incorrect
on the data list of the EST. Low oil pressure due to
signal. To confirm this, compare actual oil pressure
defective mechanical components will also set this
(with a mechanical gauge) to the reading on the data
code.
list of the EST. Low oil pressure due to defective
mechanical components will also set this code.
NOTE: It may be possible to set this code at start-up,
especially if the oil was just changed, or after a rebuild
until the oil system is primed.
EGES175-1
Engine Oil Temperature Sensor (EOT)

Signal Functions
Figure 202 Function Diagram for Engine Oil Temperature Sensor
The Engine Oil Temperature (EOT) sensor is a Fault Detection / Management

thermistor type sensor that has a variable resistance
An EOT signal that is detected Out of Range High or
that changes when exposed to different temperatures.
Out of Range Low by the ECM will cause the ECM
When interfaced with the ECM, it produces a 0 to 5V
to ignore the EOT signal and default to the engine
analog signal that indicates temperature.
coolant temperature (ECT) sensor. The WARN
Cranking Fuel Timing and Quantity Control - The ENGINE lamp will also be illuminated as long as the
EOT signal determines the timing and quantity of Diagnostic Trouble Code condition exists. If both
fuel required for efficient engine starting during all the EOT and ECT sensors are not functioning, the
temperature conditions. ECM will assume a 212°F (100°C) value for engine
oil temperature.
Temperature Compensation - Fuel timing and
quantity is controlled throughout the total operating To troubleshoot the EOT sensor and circuit see:
range to compensate for oil viscosity changes during
• Engine Oil Temperature Sensor Circuit Diagram
temperature variations, and to ensure that adequate
(Figure 203)
torque and power is available.
• Engine Oil Temperature Sensor and Circuit
Diagnostics (Table 105)
EGES175-1
Figure 203 Circuit Diagram for Engine Oil Temperature Sensor

Table 105 Engine Oil Temperature Sensor Diagnostics

> 4.8V to Pull up voltage, if low or no voltage, circuit has open or high resistance or short to
B to gnd
5.0V ground
0V to
A to gnd If greater than 0.25V, signal ground wire is shorted to VREF or battery
0.25V
Connector Checks to Chassis Ground (Check with sensor connector disconnected, ignition key OFF,
and positive battery cable disconnected.)
A to gnd <5 Ω Resistance to chassis ground, check with key OFF, if > than 5 Ω the harness is open
12 to B <5 Ω Resistance from sensor connector to 60 pin connector - EOT Signal
Test Points: (+) No.12
Operational Signal Checks (Check with breakout box installed in-line with the ECM.)
to (-) No.19
Min. Max.
Temp °F Temp °C Volts @ Min. Resistance Volts @ Max. Resistance
Resistance Resistance
32 0 91.1kΩ 100.6 kΩ 4.348V 4.388V
68 20 35.5 kΩ 39.2 kΩ 3.782V 3.861V
212 100 2.0 kΩ 2.1kΩ 0.819V 0.890V
311 = Signal was less than 0.2V more than 0.1 sec
EGES175-1
Figure 204 Circuit Diagram for Engine Oil Temperature Sensor using Breakout Tee
NOTE: The following EOT sensor tests are for 2001

Table 106 Engine Oil Temperature Sensor tests using Master Diagnostics
Engine Oil Temperature (EOT) Sensor Voltage Checks (Check with key-on engine-OFF.)
Install the 2 wire breakout tee between the EOT sensor and harness connector. View EOT VOLTAGE using the
sensor voltage test found under the diagnostics menu in MASTER DIAGNOSTICS. If the circuit has an active
fault according to the voltage level (Code 311= < 0.2V, Code 312 =>4.78V), complete the following steps.
Voltage Comments
Test Condition
(expected)
Sensor Disconnected > 4.78 V Voltage < 4.78V, inspect the signal circuit for short to ground.
Standard jumper installed 0 volts If voltage is > 0.2Vcheck ground circuit for open or high
between the GREEN and resistance. Measure resistance from PIN A to PIN 19 (spec.
BLACK pins of the breakout =<5Ω) using a breakout box to determine if the resistance
tee is in the harness.
sensor is not at fault if one or more of the sensor tests does not produce the expected results. If the expected
results are not obtained, check the signal and ground circuits using the procedure on next page.
Diagnostic Trouble Code Descriptions

311 = Signal voltage was less than 0.2 volts for more than 0.1 sec
312 = Signal voltage was more than 4.78 volts for more than 0.1 sec
EGES175-1
Figure 205 Troubleshooting flowchart for Engine Oil temperature Sensor
EGES175-1
Extended Description 29°F (-1.7°C) for starting or 212°F (100°C) for engine
running operation.
Function
EOT sensor Diagnostic Trouble Codes can be
The International® engine control system includes
retrieved using the Electronic Service Tool (EST) or
an Engine Oil Temperature (EOT) sensor. The ECM
by reading the Diagnostic Trouble Codes from the
monitors signals for engine oil temperature sensor
warning light using the Engine Diagnostic Switch
to control fuel quantity and timing for the operating
located on the vehicle dash. If the ignition key is shut
range of the engine. The EOT signal allows the
off, the Diagnostic Trouble Code will become inactive.
ECM to compensate for oil viscosity variations due to
EOT codes will cause the Engine Warning light to be
temperature changes in the operating environment.
illuminated.
This ensures that adequate power and torque are
available. Diagnostic Trouble Code 311
Operation ATA Code PID 175 FMI 4
The Engine Oil Temperature Sensor is a thermistor Engine Oil Temperature signal Out of Range Low
type sensor that changes resistance when exposed
Diagnostic Trouble Code 311 Out of Range Low, will
to a variety of oil operating temperatures.
be set if the signal voltage was less than 0.2V for
When oil temperature decreases, the resistance of more than 0.1 seconds. If Diagnostic Trouble Code
the thermistor increases which causes the signal 311 is set, the ECM will default to ECT temperature
voltage to increase. As oil temperature increases, the or a default value of -4°F (-20°C) for starting or 212°F
resistance of the thermistor decreases, causing the (100°C) for engine running operation. Diagnostic
signal voltage to decrease. Trouble Code 311 will cause the ECM to illuminate
the Engine Warning light.
The EOT sensor is supplied a regulated 5V reference
signal at terminal B from the ECM. A return circuit Diagnostic Trouble Code 311 may be set due to a short
(ground) is supplied at terminal A from the ECM. to ground in the signal circuit or a defective sensor.
As the oil temperature increases or decreases,
the sensor changes resistance and provides the
ECM with the oil temperature signal voltage. This ATA PID 175 FMI 3
signal voltage is read by the ECM to determine the
Engine Oil Temperature signal Out of Range High
temperature of the oil.
Diagnostic Trouble Code 312 out of range high, will
ECM Diagnostics
be set if the signal voltage is more than 4.8V for
With the ignition key ON, the ECM continuously more than 0.1 seconds. If this code is set, the ECM
monitors the EOT signal to determine if it is within will default to ECT temperature or a default value of
expected values. If the signal voltage is above -4°F (-20°C) for starting or 212°F (100°C) for engine
or below the expected levels, the ECM will set a running operation. This code will cause the ECM to
Diagnostic Trouble Code. illuminate the Engine Warning light.
If the ECM detects a Diagnostic Trouble Code, it will Diagnostic Trouble Code 312 can be set due to an
use the value of the Engine Coolant Temperature open signal circuit between the ECM and the sensor
signal, in place of the EOT signal. If the ECT sensor or a short to a voltage source. A defective sensor may
is not sending a correct signal, the ECM will default to also cause code 312 to be set.
EGES175-1
NOTES
EGES175-1
Idle Shutdown Timer (IST)

System Function
See Idle Shutdown Timer Function Diagram (Figure
206).
Figure 206 Function Diagram for Idle Shutdown Timer
The Idle Shutdown feature is a customer optional Fault Detection / Management

feature that allows the ECM to shut off the engine if
The Idle Shutdown feature is internal to the ECM.
an idle condition has been detected for more than
All subsystems that are inputs for the idle shutdown
the customer specified programmed period (2 to 120
strategy have their own Diagnostic Trouble Code
minutes). Before engine shutdown the Oil / Water
detection and management strategy (e.g. IAT
Lamp (red) will flash for 30 seconds to warn the driver
temperature sensor circuit). A Diagnostic Trouble
of the pending shutdown. The idle time is measured
Code will be set if the idle shutdown timer has been
from the last clutch or break pedal transition. The
activated. This is not a system Diagnostic Trouble
engine must be out of gear for the idle shutdown timer
Code. It only indicates that the idle shutdown timer
to be initiated. This feature can be programmed to
has been activated and that the engine has been shut
operate at specific ambient air temperatures to allow
down.
prolonged engine operation in cold or hot weather
operation. For PTO applications this feature can also
be programmed not to be turned on under specific
load levels or when the PTO switches are on.
EGES175-1
Table 107 Diagnostic Trouble Code 324 PTO Available: Feature allows prolonged engine idle
Diagnostic Trouble Code Reference shutdown only when the engine is in the low idle no
load condition and PTO operation is off.
324 = Idle shutdown time has been exceeded and
the engine has been shut down. No Engine Load: Feature allows prolonged engine
idle shutdown when the engine is in the low idle no
NOTE: This Diagnostic Trouble Code does not load condition.
indicate any system or circuit faults; no diagnostics
are necessary. If the (IST) programming parameters Tamper Proof: Feature is tamper proof from operator
need to be changed, see the following Extended over ride.
Description. 2. Idle Shutdown Time
Extended Description This parameter indicates the length of engine idle time
The following list of parameters are essential to setting before the engine may be shut down.
the IST function to meet the customer’s needs and 3. Maximum Intake Ambient Air Temperature
expectations. They are accessible by using the EST. (IAT) for Idle Shutdown
Engine Idle Shutdown Control Parameters This parameter indicates the maximum ambient
This group of parameters customizes the prolonged intake air temperature that the on-board electronics
engine idle automatic shutdown feature. The purpose may shut down during prolonged engine idling. This
of this feature is to shut the engine down after a temperature is used to circumvent the shutting down
programmable period of idle time has been exceeded. of an engine when it is running because the air
This allows fuel conservation, a reduction of engine conditioning may be turned on.
wear and emissions. Thirty (30.0) seconds before 4. Minimum Intake Ambient Air
an automatic engine shutdown, the operator will be Temperature(IAT)for Idle Shutdown
warned via the red Oil / Water Lamp. This lamp will
begin flashing until the engine is shut down. The This parameter indicates the minimum ambient intake
operator may over ride the electronics at any time. air temperature that the on-board electronics may
After an engine shutdown occurs, the Oil / Water shut down during prolonged engine idling. This
Lamp will stop flashing and a diagnostic code (324) temperature is used to circumvent the shutting down
will be recorded. The diagnostic code is recorded to of an engine when it is running because of cold
assist in diagnosing possible service complaints of ambient temperature.
the engine shutting down. Diagnostic Trouble Code 324
Currently, there are four states of electronic operation. ATA Code PID 71 FMI 14
1. Off 2. PTO available 3. No engine load 4.
Tamper proof. Idle Shutdown Timer Enabled Engine shutdown
1. Idle Shutdown Timer This Diagnostic Trouble Code is set when the engine
has been shut off by the ECM because the idle
This parameter indicates to the on-board electronics time criteria has been exceeded. The idle shutdown
if this vehicle has the Idle Shutdown timer feature. feature should be turned on for this Diagnostic Trouble
OFF: Feature is turned off at all times. Code to be displayed. Diagnostic Trouble Code 324
can be cleared using the EST.
EGES175-1
Injection Control Pressure Sensor (ICP)

Signal Functions
Figure 207 Function Diagram for Injection Control Pressure Sensor
The Injection Control Pressure (ICP) sensor is a Fault Detection / Management

variable capacitance sensor that when supplied with
If the ECM detects a malfunctioning ICP sensor or a
a 5V reference signal from the ECM produces a linear
problem in the ICP sensor circuit, the WARN ENGINE
lamp will illuminate. The ECM will go to open loop
The ICP sensor’s primary function is to provide a control of injection control pressure (operate from an
feedback signal to indicate injection control pressure. estimated ICP pressure).
This enables the ECM to command the correct injector
timing and pulse width and the correct injection control
pressure for proper fuel delivery at all speed and load
conditions.
EGES175-1
Figure 208 Circuit Diagram for Injection Control Pressure Sensor
NOTE: After removing connector check for damaged

pins, corrosion, and loose terminals.
Table 108 ICP Sensor Circuit Specifications

CONNECTOR VOLTAGE CHECKS (Check with sensor disconnected from harness and key ON.)
A to gnd 0V Signal ground, no voltage expected
B to gnd 5±0.5V If voltage not in spec., Vref circuit shorted to gnd or B+
C to gnd <0.25V If voltage > spec., wire shorted to Vref or B+
CONNECTOR CHECKS TO CHASSIS GROUND Check with sensor connector disconnected, positive
battery cable disconnected, and key OFF.)
A to gnd < 5Ω > 5Ω, indicates circuit is open
B to gnd > 500Ω < 500Ω, indicates short to ground
C to gnd > 1kΩ < 1kΩ, indicates short to ground
HARNESS RESISTANCE CHECKS Check with breakout box installed on chassis side only.)
19 to A <5Ω If >5Ω indicates ground wire open
40 to B <5Ω If >5Ω indicates VREF wire open
16 to C <5Ω If >5Ω indicates signal wire open
EGES175-1
NOTE: The following ICP sensor tests are for 2001

Table 109 ICP sensor tests using Master Diagnostics

Injection Control Pressure (ICP) Sensor Voltage Checks (Check with key-ON engine-OFF.)
Install the 3 wire breakout tee between the ICP sensor and harness connector. View ICP VOLTAGE using the
Continuous Monitor test found under the diagnostics menu in MASTER DIAGNOSTICS. If the circuit has an
active fault according to the voltage level (Code124 <0.039V, Code 125 >4.9V, Code 332 >1.625V), complete
the following steps. Tests must be performed in order.
Expected Comments
Test Condition
Voltage
Sensor Disconnected 0V If voltage >0.039V, check signal circuit for short to VREF or B+.
Measure voltage from PIN B 5V ± 0.5 If voltage is >5.5V, check VREF for short to B+. If voltage is
to gnd using a DMM. <4.5V, check VREF for open or short to Ground.
0.5 kΩ jumper installed 5V If voltage is <4.9V, check signal circuit for open circuit or short
between the GREEN and to ground. Remove positive battery cable. Measure resistance
BLUE pins of the breakout from PIN C to Ground (spec >500Ω) and from PIN C to PIN
tee. 16 (spec <5Ω) using a breakout box to determine if short to
ground or open is in the harness.
Standard jumper installed 0V If voltage is >0.039V, check ground circuit for resistance.
between the BLUE, GREEN, Measure resistance between PIN A and PIN 19 (spec <5Ω)
and BLACK pins of the using a breakout box to determine if resistance is in the
breakout tee. harness.
sensor is not at fault if one or more of the sensor tests does not produce the expected results. See ICP
Sensor Troubleshooting Flowchart on next page.
EGES175-1
Figure 210 Troubleshooting flowchart for Injection Control Pressure Sensor
EGES175-1
Extended Description Diagnostic Trouble Codes from the warning light,

using the Engine Diagnostic Switch.
Function
If the ignition key is turned OFF, the Diagnostic
The International® engine control system includes an
Trouble Code becomes inactive. An ICP Diagnostic
Injection Control Pressure (ICP) sensor. The ECM
Trouble Code will cause the Engine Warning light to
measures the signal from the ICP sensor to determine
be illuminated.
the injection control pressure as the engine is running
to modulate the Injection Control Pressure Regulator. Diagnostic Trouble Code 124
This is a closed loop function which means the ECM
continuously monitors and adjusts for ideal Injection
Control Pressure determined by operating conditions ICP signal Out of Range Low
such as load, speed, and temperature.
Diagnostic Trouble Code 124 will be set by the ECM
The ECM monitors the ICP signal to determine if the if the signal voltage is less than 0.039V for more than
performance of the hydraulic system is satisfactory. 1.0 seconds.
During engine operation, if the ECM recognizes that
Diagnostic Trouble Code 124 may be set due to
the pressure reading is lower or higher than the value
an open or short to ground on the signal circuit, a
that was commanded, the ECM will set a Diagnostic
defective sensor or an open VREF circuit.
Trouble Code. This strategy is also used during the
On Demand tests, commanded by the Electronic Diagnostic Trouble Code 125
Service Tool (EST), and referred to as the Engine
Running tests.
ICP Signal Out Of Range High
Operation
Diagnostic trouble code 125 will be set by the ECM if
The Injection Control Pressure (ICP) sensor is a
the signal voltage is greater than 4.9V for more than
variable capacitance sensor supplied with a 5V
1.0 seconds.
reference voltage at terminal B by the ECM from
terminal 40. The ICP sensor is also supplied with Diagnostic trouble code 125 may be set by an open
a return circuit (ground) at terminal A from ECM signal ground circuit, short to a voltage source on the
terminal 19. The ICP sensor sends a signal from ICP signal circuit or a defective sensor.
terminal C of the sensor to ECM terminal 16.
The ICP signal voltage increases or decreases equally
in proportion to an increase or decrease in injection
control pressure. Injection Control Pressure above Specification
with Engine Off
ECM Diagnostics
Diagnostic Trouble Code 332 will be set by the ECM, if
The ECM continuously monitors the signal of the ICP
the signal from the ICP sensor is higher than expected
sensor to determine if the signal is within an expected
with the engine not running. If the ECM detects this
range. If the signal voltage is higher or lower than
diagnostic trouble code, the ECM will ignore the ICP
expected, the ECM will set a Diagnostic Trouble
signal and will operate the IPR with fixed values
Code. The ECM will then ignore the ICP sensor
determined from engine operating conditions.
signal and use a preset value determined by engine
operating conditions. If the ignition key is turned OFF, Diagnostic Trouble Code 332 may be caused by a
the Diagnostic Trouble Code will become inactive. defective sensor or a biased circuit.
ICP Diagnostic Trouble Codes can be retrieved using Momentary loss of the CMP signal can also cause this
the Electronic Service Tool (EST) or by reading the code.
EGES175-1
NOTES
EGES175-1
Injector Drive Circuits (INJ)

Circuit Functions
Figure 211 Function Diagram for Injector Drive Circuit
High Side Drive Outputs either to ground or power. If injector Diagnostic

Trouble Codes are detected while the engine is
The high side drive outputs control individual injector
operating, the ECM can command a single injector
on time (fuel quantity), injection timing (in relation
or a bank of injectors to turn off to enhance engine
to TDC), and sequencing (firing order). The ECM
running and life as well as provide a limp home
controls each injector by supplying current to each
capacity.
injector solenoid.
Special On-Demand service bay tests can be
Low Side Drive Returns
commanded by the operator to verify injector circuit
The injector solenoids are grounded through the low continuity as well as injector operation while the
side return circuits. The ECM monitors the low side engine is operating in a test mode.
return signal for diagnostics and utilizes the fly-back
To troubleshoot Injector Drive Circuits see:
current from the injector solenoids to help charge the
drive capacitors in the ECM. • Injector Drive Circuit Diagram (Figure 212)
• Injector Drive Circuit Diagnostics (Table 110)
While the engine is running, the ECM is capable of
detecting individual injector open or short circuits
EGES175-1
Figure 212 Circuit Diagram for Injector Drive
EGES175-1
After removing connectors check for damaged pins,

corrosion, and loose terminals.
Table 110 Injector Drive Circuit Diagnostics

Engine Harness Connector Checks to Chassis Ground (Check through connector
with test pin and ignition key OFF.)
+Test Points – Spec. Comments
43 to gnd >1000 Ω Injector No.1 high side power supply.
42 to gnd >1000 Ω Low side voltage return injectors No.1, No.2, No.3.
26 to gnd >1000 Ω Low side voltage return injectors No.4, No.5, No.6.
If less than 1000 Ω, check engine harness, undervalve cover harness, and injector circuits for short to ground.
Injector/Under Valve Cover Harness/Engine Harness-Circuit Continuity Check (Check through connector
with test pin and ignition key OFF.)
+Test Points– Spec. Comments
43 to 42 >3.4 ± 2 Ω Injector circuit No.1.
Resistance measured through complete injector circuit, including injector solenoid. If resistance is high or
circuit is open, isolate problem to harness, connector or injector solenoid.
Extended Description Trouble Code in an injector circuit, the ECM disables

an injector or a bank of three injectors allowing the
The International® engine control system consists of a
engine to limp home on the remaining three cylinders.
single Electronic Control Module (ECM) that provides
voltage and current required by the injectors to fuel the Diagnostic Trouble Codes can be retrieved using
engine. the Electronic Service Tool (EST) or the Engine
Diagnostic Switch.
Fuel quantity, fuel rate and timing are controlled by
the ECM. The desired fuel and timing are calculated NOTE: For the following Diagnostic Trouble Codes
and controlled by the ECM from the input signals of 421-426, 431-436, 451-456, the last digit refers to
various engine and vehicle sensors as well as the the affected cylinder number. For example, code
limits programmed into its internal memory. 421 indicates that cylinder no. 1 has an open circuit
between the ECM high side driver and the low side
(signal return) to the ECM.
ECM Injector Diagnostics
Diagnostic Trouble Code 421 – 426
The ECM monitors the voltage on each driver circuit
ATA Code SID 1 through 6 FMI 5
and detects open or shorted circuits. If the ECM
detects a short to ground or a multiple Diagnostic High Side to Low Side Open
EGES175-1
Diagnostic Trouble Codes 421–426 indicate an open When Diagnostic Trouble Code 513 is active, the
circuit between the ECM high side driver and the low driver for cylinders 1 through 3 is inoperative. The
side (signal return) to the ECM. ECM will compensate for misfire to keep the engine
operating and will illuminate the Engine Warning light.
The ECM will compensate for engine misfire to keep
the engine operating. The ECM will not illuminate the Diagnostic Trouble Code 514
Engine Warning Light.
Possible causes: Open wire in injector harness, open
Low Side to Bank 2 Open
injector return circuit or injector solenoid.
When the Low Side to Bank 2 is Open, the ECM has
Diagnostic Trouble Code 431 – 436
detected an open lowside circuit for the injectors on
ATA CODE SID 1 through 6 FMI 4 cylinders 4 through 6.
High Side to Low Side Short When Diagnostic Trouble Code 513 is active, the
driver for cylinders 4 through 6 is inoperative. The
Diagnostic Trouble Codes 431–436 indicate the return
ECM will compensate for misfire to keep the engine
voltage is too high due to a short circuit between the
operating and will illuminate the Engine Warning light.
high side driver and return circuit.
The ECM will compensate for engine misfire to keep
the engine operating. The ECM will not illuminate the ATA Code SID 151 FMI 6
Engine Warning Light.
Bank 1 Low Side Short to Ground or B+
Possible causes: Shorted injector solenoid or wiring
harness.
has detected the low side driver for cylinders 1 through
Diagnostic Trouble Code 451 – 456 3 has excessive current draw.
ATA Code SID 1 through 6 FMI 6 When Diagnostic Trouble Code 515 is active, the
driver for cylinders 1 through 3 will be disabled. The
High Side Shorted to Ground or VBAT
ECM will compensate for engine misfire to keep the
Diagnostic Trouble Codes for High Side Shorted to engine running. Diagnostic Trouble Code 515 will
Ground or VBAT indicate the return circuit shorted to cause the Engine Warning light to be illuminated.
ground.
If the ECM detects this Diagnostic Trouble Code,
the ECM will disable the entire bank of cylinders
associated with the cylinder indicated. The ECM will Bank 2 Low Side Short to Ground or B+
not illuminate the Engine Warning Lamp.
Possible causes: Shorted injector solenoid or wiring has detected excessive current draw on the low side
harness to ground. driver for cylinders 4 through 6.
Diagnostic Trouble Code 513 When Diagnostic Trouble Code 521 is active, the
driver for cylinders 4 through 6 will be disabled. The
ECM will compensate for engine misfire to keep
Low Side to Bank 1 Open the engine operating and will illuminate the Engine
Warning light.
With the Low Side to Bank 1 Open, the ECM has
detected an open lowside circuit for the injectors on
cylinders 1 through 3.
EGES175-1
Injection Pressure Regulator (IPR)

Output Functions
Figure 213 Function Diagram for Injection Pressure Regulator
Injection Pressure Regulator (IPR) is equal to measured injection control pressure.

If the measured injection control pressure does
The Injection Pressure Regulator is a variable position
not reasonably compare to the desired injection
valve that controls injection control pressure. The
control pressure, the ECM ignores the measured
ECM uses many input variables to determine the
ICP signal and attempts to control the engine
desired injection control pressure.
with the desired value. If the suspect problem
Battery voltage is supplied to the IPR when the ignition was in the sensor circuit, this strategy causes little
key is ON. Valve position is controlled by switching performance deterioration. If the problem is in the
the output signal circuit to ground inside the Electronic control circuit, engine performance will probably still
Control Module (ECM). On / off time is modulated be unsatisfactory.
from 0-60% depending on the desired injection control
A faulty IPR or problem with the high pressure oil
pressure.
system can be detected by the engine running test
during the injection control pressure step test. During
this test, the ECM commands and measures two
specific preprogrammed pressures. A Diagnostic
An open or short to ground control in the circuit can Trouble Code is set, if the pressures cannot be
be detected by an on demand output circuit check maintained.
performed during the engine off test.
NOTE: The engine will not operate with an IPR circuit
While the engine is running, the ECM is capable that is not functioning.
of detecting, if desired injection control pressure
EGES175-1
Figure 214 Circuit Diagram for Injection Pressure Regulator

Table 111 Injection Pressure Regulator and Circuit Diagnostics

IPR Voltage Check (Check with regulator connector disconnected and ignition key ON.)
A to gnd B+ IPR power voltage from ECM
B to gnd 0 to 0.25V If greater than 0.25V, signal wire is shorted to VREF or battery
Connector Checks to Ground (B-) (Check with IPR connector disconnected, ignition
key OFF, and positive battery cable disconnected.)
Resistance to chassis ground. If less than 1000 Ω, check for short to ground
A to gnd >1000 Ω
in circuit
B to gnd >1000 Ω Remove fuse F5 in fuse box prior to measuring resistance
Resistance through entire IPR circuit including regulator coil. Check with
17 to 37 5 to 20 Ω
regulator connector connected to IPR.
17 to A <5 Ω Resistance from 60 pin connector to regulator connector
37 to B <5 Ω Resistance from 60 pin connector to regulator connector
241 = Output Circuit Check detected during Standard Test, indicates high or low resistance in circuit
331 = ICP pressure was greater than 3675 psi (25 MPa) for 1.5 sec. Possible grounded IPR control circuit.
See ICP diagnostics if there is not an electronic diagnostic trouble code.
EGES175-1
Extended Description the performance of the Injection Control Pressure

system. If the system does not respond within the
Function
specified parameters, the ECM will set a Diagnostic
The International® engine control system includes an Trouble Code.
Injection Pressure Regulator (IPR) valve that controls
Diagnostic Trouble Codes can be retrieved using
oil pressure in the high pressure injection control
the Electronic Service Tool (EST), or the Engine
system which is used to actuate the injectors. The
Diagnostic Switch (STI). If the ignition key is turned
IPR valve consists of a solenoid, poppet and spool
OFF, the code will be stored as inactive.
valve assembly. It is mounted in the high pressure oil
pump. The ECM regulates injection control pressure Diagnostic Trouble Code 241
by controlling the duty cycle (or on/off time) of the
injection control pressure solenoid. This increase or
decrease of (on/off) time positions a poppet valve Injection Control Pressure Regulator OCC Self
and spool valve inside the IPR, which in turn either Test Failed
maintains pressure in the injection control pressure
Diagnostic Trouble Code 241 is set only during the
system or vents pressure to the oil sump via the front
Engine Off Standard Output Circuit Check. This test
cover. See Section, Engine Control system Overview,
indicates the ECM has performed an output circuit
in this manual for a more complete description of the
test, measured voltage drop across the IPR circuit and
IPR operation and function.
determined it is below or above specification.
Operation
If Diagnostic Trouble Code 241 is active, the engine
The IPR valve is supplied with voltage at terminal A of will not run. The ECM will not illuminate the Engine
the IPR connector from the ECM when the ignition key Warning light if Diagnostic Trouble Code 241 is
is turned on. Control of the injection control system is active; however, Diagnostic Trouble Code 241 will be
accomplished by the ECM grounding the IPR circuit sent after Output Circuit Check, using the Electronic
from terminal B of the IPR valve through pin 37 of the Service Tool (EST) or Engine Diagnostic Switch (STI).
ECM. Precise control is accomplished by varying the
pulse width or percentage of on/off time of the IPR
solenoid. The frequency of the pulse width to the IPR ATA Code PID 164 FMI 0
is 400 Hz, normal on/off times vary from 8% to 60%.
Injection Control Pressure above System Working
A high duty cycle indicates a high amount of injection
Range
control pressure being commanded, a low duty cycle
is an indication of less pressure being commanded. Diagnostic Trouble Code 331 indicates the ECM has
detected injection control pressure greater than 3675
ECM Diagnostics
psi (25 MPa) which is greater than the maximum
The ECM monitors the Injection Control Pressure allowable working pressure.
while the engine is operating. If the actual pressure
When Diagnostic Trouble Code 331 is active, the
is more or less than the desired pressure, the ECM
ECM will illuminate the Engine Warning Light.
will set a Diagnostic Trouble Code. When this occurs,
the ECM will ignore the ICP sensor and control the Possible causes: Incorrect ICP signal due to faulty
engine using preprogrammed values for the IPR. circuits or sensor, incorrect sensor, grounded IPR
signal circuit, a malfunction in the injection control
The Electronic Service Tool (EST) requests the
pressure system or a sticking, or blocked IPR valve.
Engine Running Standard Test that enables the ECM
to vary the command signal to the IPR and monitor
EGES175-1
NOTES
EGES175-1
Injection Pressure Regulation System (IPR_SYS)

System Functions
Figure 215 Injection Pressure Regulation System
The Injection Control Pressure System consists of control system failure, but most likely will indicate
the low pressure oil lubrication system, passages in a mechanical or hydraulic problem with the
the front cover and reservoir, high pressure oil pump, injection control pressure system.
high pressure oil line as well as the high pressure oil
The ECM constantly monitors the injection control
rail mounted on the side of the cylinder head. The
pressure to assure the control system is providing
injection control pressure system also includes the
the correct pressure at all times. If the oil pressure
injectors (and their respective sealing O–rings), the
feedback provided by the ICP sensor does not meet
IPR valve (injection pressure regulator) and the ICP
the ECM’s programmed desired values, the ECM
(injection control pressure) sensor and associated
will set a Diagnostic Trouble Code, illuminate the
wiring.
WARN ENGINE lamp and control the operation of the
The function of this system is to develop, maintain, injection control system by calculating the correct oil
and control the injection control pressure to provide pressure for all engine operating conditions until the
the force to actuate the injectors and provide fuel to system is diagnosed and repaired.
the engine.
The ECM also monitors the injection control pressure
developed while cranking the engine. If pressure does
Fault Detection / Management not develop within the ECM’s expected time limit, it will
set an appropriate Diagnostic Trouble Code which will
The Diagnostic Trouble Codes associated with
this system may indicate an electrical or electronic
EGES175-1
aid the technician in diagnosing the no start or hard for more than 7 seconds. When Diagnostic Trouble
start condition. Code 333 is active, the ECM will ignore feedback
from the ICP sensor and control the IPR valve from
The Electronic Service Tool (EST) may be used by
pre-programmed default values. When this occurs it
the technician to command the ECM to perform an
will illuminate the WARN ENGINE lamp to notify the
engine running test on the Injection Control Pressure
driver.
system. The ECM controls the pressure regulator
in a programmed sequence to evaluate system Diagnostic trouble code 333 usually indicates poor
performance. At the end of the test, the ECM will engine performance. Symptoms include slow
transmit any Diagnostic Trouble Code if system acceleration time, low power at full load and possible
performance is unsatisfactory. engine under run.
Possible Causes:
ECM Diagnostics • Low oil level, contaminated or aerated engine oil.
Diagnostic Trouble Code 333 • Trapped air in the ICP system (particularly after
an injector or high pressure pump replacement).
• Defective or stuck injection pressure regulator.
Injection Control Pressure above/below Desired
Level • Intermittent IPR valve wiring connection. Spread
IPR harness terminals at valve, poorly crimped
Diagnostic Trouble Code 333 is set during normal
terminals or pulled back pins.
engine operation through the continuous monitor
function or during the Engine Running Standard • Leaky injector O rings.
Test. Diagnostic Trouble Code 333 indicates that
• Problem with ICP sensor and sensor circuit,
the measured pressure does not match the pressure
system biased high or low. Incorrect sensor
value the ECM expects.
• High pressure pump.
Diagnostic Trouble Code 333 will be set if the
measured value is less than or greater than 362 See Diagnostic Trouble Code 333 Recommended
psi (2.5 MPa) of desired injection control pressure Actions (Table 112).
EGES175-1
Table 112 Diagnostic Trouble Code 333 Recommended Actions

Test Comments
Check repair history - (Determine
If system was disassembled assure vehicle is operated 15 to 20 miles after
if air entrapment could be caused
injection control system has been serviced
by ICP system disassembly.)
Check oil level and quality Check oil level and for contamination and correct API classification
Check active and inactive
Repair any ICP sensor codes first
diagnostic trouble codes
Perform a Key-ON Engine-OFF
Test will verify IPR circuit continuity
Standard Test
Perform a Key-ON
ICP step test will verify a gross ICP system failure
Engine-Running test
When running the Engine Running / Wiggle Test, pull / wiggle wires on
Perform Engine Running / Wiggle
ICP sensor and IPR valve as well as all pass through connectors. If a
Test intermittent diagnostic
diagnostic trouble code is set or the engine dies, inspect wires at point
trouble code detection test
of connection, check codes.
Perform ICP Pressure test -
Will verify if oil is aerated at high idle. See Test 12 in Performance
Performance Diagnostic Form
Diagnostics on form EGED 180–2.
(Oil aeration)
Test high pressure (injection
See ICP Leakage tests in Section 2
control pressure system) for leaks
DIAGNOSTIC TROUBLE CODE 334 (page 431) An active code 334 is usually associated with
poor engine performance conditions including slow
acceleration times and low power concerns.
Injection Control Pressure (ICP) Unable to Reach
Possible Causes:
Set Point - Poor Performance
• Low oil level, contaminated or aerated engine oil.
The purpose of Diagnostic Trouble Code 334 is
to determine if a rapid increase in injection control • Trapped air in the ICP system particularly after an
pressure can be developed when commanded by injector or high pressure pump replacement.
the operator while the engine is running. Diagnostic
Trouble Code 334 is an ICP system response time
Diagnostic Trouble Code that compares measured • Intermittent IPR valve wiring connection. Spread
injection control pressure to desired injection control IPR harness terminals at valve, poorly crimped
pressure and looks for a large pressure difference, terminals or pulled back pins.
1300 psi (9 MPa) for a short period of time (3
• Leaky injector O rings.
seconds). Its primary function is to detect injection
control pressure system Diagnostic Trouble Codes. • Problem with ICP sensor and/or sensor circuit,
When this code is active, the Engine Warning Lamp system biased high or low. (Incorrect sensor)
will be illuminated and the ECM will ignore the
See Diagnostic Trouble Code 334 Recommended
ICP sensor and control IPR valve operation from
Actions (Table 113).
pre-programmed default values.
EGES175-1

Test Comments
Check repair history -
(Determine if air entrapment If system was disassembled assure vehicle is operated 15 to 20 miles after
could be caused by ICP injection control system has been serviced
system disassembly.)
Check oil level and quality Check oil level and for contamination and correct API classification
Repair any ICP sensor codes first
diagnostic trouble codes
Perform a Key ON Engine
Test will verify IPR valve circuit continuity
OFF Standard Test
ICP step test will verify a gross ICP system failure
Running test
Perform Engine Running
When engine is running enable test, pull/wiggle wires on ICP sensor and IPR
Wiggle Test Intermittent
valve as well as all pass through connectors. If a diagnostic trouble code is set
diagnostic trouble code
or engine dies, inspect wires at point of connection, check codes.
detection test
Perform ICP Pressure test -
Will verify if oil is aerated at high idle. See Test 12 in Performance Diagnostics
Performance Diagnostic form
on form EGED 180–2.
(Oil aeration)
control pressure system) for See ICP Leakage Tests in Section 2
leaks
Diagnostic Trouble Code 331 • Grounded IPR control wire
ATA Code PID 164 FMI 0 • Problems with the ICP sensor or circuit causing
signal to be biased high
ICP (Injection Control Pressure) above Working
System Range Diagnostic Trouble Code 335
Diagnostic Trouble Code 331 indicates injection ATA Code PID 164 FMI 1
control pressure above normal working range – 3675
ICP (Injection Control Pressure) Unable to Build
psi (25 MPa). When Diagnostic Trouble Code 331 is
Pressure During Cranking
set the Engine Warning Lamp is illuminated, the ECM
ignores the ICP sensor signal and uses estimated Diagnostic Trouble Code 335 determines if injection
ICP values to operate the engine. control pressure is being developed during engine
cranking. It is an ICP system check and will be
Diagnostic Trouble Code 331 may indicate a
set after 8 to 10 seconds of engine cranking time
mechanical injection control pressure system
with less than 725 psi (5 MPa) of detected injection
problem, a wiring or ICP sensor problem.
control pressure. Engine cranking time before
NOTE: If the engine still performs well when Diagnostic Trouble Code 335 is set varies with engine
Diagnostic Trouble Code 331 is set, the problem temperature. Engine cranking speed must be more
is more likely in the ICP sensor circuit. than 130 rpm before Diagnostic Trouble Code 335
detection can begin.
Possible Causes:
An active Diagnostic Trouble Code 335 is normally
• Contaminated or incorrect grade of engine oil
associated with long start or no start conditions.
• Defective or stuck injection pressure regulator
Possible Causes
(IPR) valve
• Lack of or insufficient quantity of engine oil in the
• Improperly matched parts (IPR valve, high
crankcase
pressure pump, ICP sensor)
EGES175-1
• Air in the injection control pressure system,

particularly after an injector or high pressure
pump replacement
• Leaky injector O-rings
• Loose high pressure pump gear

Test Comments
Check to see if IPR regulator and ICP sensor wiring is connected. Check for oil
leaks, and see if injection control system has recently been disassembled (air
Visual Inspection
entrapment). Ensure that the vehicle is operated a minimum of 15 to 20 miles if
the symptom is hard starting with evidence of recent ICP system disassembly.
Check oil level and for contamination. Remove EOT and check for oil in the oil
Check oil level and pressure.
reservoir. Verify lube oil pressure during engine cranking.
Repair any ICP and CMP sensor codes first.
diagnostic trouble codes.
Test will verify IPR valve circuit continuity.
OFF Standard Test.
Perform Engine Running
When engine is running enable test, pull / wiggle wires on ICP sensor and IPR
/ Wiggle Test, Intermittent
valve as well as all pass through connectors. If a diagnostic trouble code is set
diagnostic trouble code
or engine dies inspect wires at point of connection, check for codes.
detection only.
Perform ICP Pressure
test -Hard Start/No Start Will verify if oil is aerated at high idle Test 12 on the Performance form.
Diagnostic form.
control pressure system) for See ICP Leakage tests in Section 2
leaks.
EGES175-1
NOTES
EGES175-1
Intake Air Temperature Sensor (IAT)

Signal Functions
Figure 216 Function Diagram for Intake Air Temperature Sensor
The Intake Air Temperature (IAT) sensor is a Fault Detection / Management

thermistor sensor that changes resistance when
An IAT signal detected out of range high or low by the
exposed to different temperatures. When interfaced
ECM will cause the engine to ignore the IAT signal and
with the ECM it produces a 0-5V analog signal that
assume an ambient temperature of 77°F (25°C).
will indicate intake air temperature.
Timing and Fuel Rate - The primary function of the
IAT sensor is to measure intake air temperature,
to control timing and fuel rate, and to limit smoke
emissions while starting the engine in cold weather.
EGES175-1
Figure 217 Circuit Diagram for Intake Air Temperature Sensor
NOTE: After removing connectors check for damaged

pins, corrosion, and loose terminals.
Table 115 Circuit Diagnostics for Intake Air Temperature Sensor

A to gnd 0 to 0.25V If greater than 0.25V, signal wire is shorted to VREF or battery
Pull up voltage, if no voltage, circuit has open or high resistance or short to
B to gnd 4.6 to 5.0V
ground
Connector Checks to Chassis Ground (Check with sensor connector disconnected, positive battery cable
disconnected, and ignition key OFF.)
A to gnd <5 Ω Resistance to chassis ground. Check with key off, if >5 Ω the harness is open.
12 to B <5 Ω Resistance from sensor connector to 60 pin connector - IAT Signal
Operational Signal Checks (Check with breakout box installed in-line with
Test Points: (+)12 to (-)11
the ECM.)
Temp °F Temp °C Min.Resistance Max. Resistance Volts@ Min. kΩ Volts@ Max. kΩ
32 0 91.1 kΩ 100.6 kΩ 3.846V 3.909V
68 20 35.5 kΩ 39.2 kΩ 3.041V 3.144V
212 100 2.0 kΩ 2.1 kΩ 0.446V 0.488V
NOTE: Resistance checks must be taken across sensor only with the battery disconnected.
154 = Signal voltage was less than 0.127V for more than 0.2 sec
EGES175-1
Figure 218 Circuit Diagram for Intake Air Temperature Sensor using a Breakout Tee
NOTE: The following IAT sensor tests are for 2001 MY

vehicles with serial No. 1287935-up.
Table 116 IAT sensor tests using Master Diagnostics

Intake Air Temperature Sensor (IAT) Voltage Checks (Check with key-on engine-OFF.)
Install the 2 wire breakout tee between the IAT sensor and harness connector. View IAT VOLTAGE using
has an active fault according to the voltage level (Code 154 = < 0.127V, Code 155 =>4.6V), complete the
following steps.
Test Condition Voltage (expected) Comments
Sensor Disconnected > 4.6 V Voltage < 4.6V, inspect the signal circuit for short to ground.
Standard jumper 0 volts If voltage is > 0.127V, check ground circuit for open or high
installed between the resistance. Measure resistance from PIN A to PIN 11 (spec.
GREEN and BLACK =<5Ω) using a breakout box to determine if the resistance is in
pins of the breakout tee the harness.
sensor is not at fault if one or more of the sensor tests does not produce the expected results. If the expected
results are not obtained, check the signal and ground circuits using the procedure on the next page.
Diagnostic Trouble Code Descriptions:

154 = Intake Air Temperature signal voltage was less than 0.127 volts for more than 0.2 sec
155 = Intake Air Temperature signal voltage was more than 4.6 volts for more than 0.2 sec
EGES175-1
Figure 219 Troubleshooting flowchart for Intake Air Temperature Sensor
EGES175-1
Extended Description IAT Diagnostic Trouble Codes can be retrieved using

the Electronic Service Tool (EST) or by reading the
Function
Diagnostic Trouble Codes from the warning light,
The International® engine control system includes using the Engine Diagnostic Switch. If the ignition
an Intake Air Temperature sensor (IAT). The ECM key is turned OFF, the Diagnostic Trouble Codes will
measures the signal from the IAT sensor to determine become inactive. IAT Diagnostic Trouble Codes will
the temperature of the intake air. The ECM uses this cause the Engine Warning light to be illuminated.
data to adjust timing and fuel rate for starting in cold
weather to limit smoke emissions.
Operation
Intake Air Temp signal Out of Range Low
The Intake Air Temperature sensor is a thermistor
sensor that changes resistance when exposed to Diagnostic Trouble Code 154 will be set if the ECM
different air temperatures. detects the signal voltage to be less than 0.127V for
more than 0.2 seconds. If Diagnostic Trouble Code
When the temperature of the intake air decreases, the
154 is active, the ECM will default to a value of 77°F
resistance of thermistor increases which causes the
(25°C) for starting.
signal voltage to increase. When the air temperature
increases, the resistance of the thermistor decreases Diagnostic Trouble Code 154 may be set due to a
causing the signal voltage to decrease. short to ground in the signal circuit or a defective
sensor.
The IAT sensor is supplied a regulated 5V reference
signal at terminal B from the ECM. A return circuit Diagnostic Trouble Code 155
(ground) is supplied at terminal A from the ECM.
As the air temperature increases or decreases, the
sensor changes resistance and provides the ECM Intake Air Temp signal Out of Range High
with the air temperature signal voltage reading.
Diagnostic Trouble Code 155 will be set if the ECM
ECM Diagnostics detects the signal voltage to be more than 4.6V for
more than 0.2 seconds. If Diagnostic Trouble Code
With the ignition key ON, the ECM continuously
155 is active, the ECM will default to a value of 77°F
monitors the IAT signal to determine if the temperature
(25°C) for starting.
is within expected values. If the signal voltage is
above or below the expected levels, the ECM will set Diagnostic Trouble Code 155 may be set due to an
a Diagnostic Trouble Code. open signal circuit between the ECM and the sensor,
an open signal ground, or a short to a voltage source.
If the IAT sensor is not sending a correct signal, the
A defective sensor may also cause code 155 to be set.
ECM will default to 77°F (25° C).
EGES175-1
NOTES
EGES175-1
Manifold Absolute Pressure Sensor (MAP)

Signal Functions
Figure 220 Function Diagram for Manifold Absolute Pressure Sensor
The Manifold Absolute Pressure (MAP) sensor is a Fault Detection / Management

variable capacitance sensor that operates on a 5V
A MAP signal that is detected by the ECM to be out
reference signal from the ECM to produce a linear
of range or an incorrect value for specific conditions
will cause the ECM to ignore the MAP signal and
Smoke Control continue to operate the engine with the values from
estimated MAP (Operate from a calculated boost
The MAP signal is used to control smoke by limiting
pressure signal.)
fuel quantity during acceleration until a specified boost
pressure is obtained. To troubleshoot MAP sensor and circuitry see:
Dynamic Injection Timing • Manifold Absolute Pressure Sensor Circuit
Diagram (Figure 221)
The ECM optimizes injection timing for boost pressure
measured. • Manifold Absolute Pressure Sensor and Circuit
Diagnostic(Table 117)
EGES175-1
Figure 221 Circuit Diagram for Manifold Absolute Pressure Sensor
NOTE: After removing connector always check for

Table 117 Manifold Absolute Pressure Sensor and Circuit Diagnostics

Connector Voltage Checks (Check voltage with sensor connector disconnected and ignition key ON.)
A to gnd 0 to 0.25V If greater than 0.25V, signal ground is shorted to VREF or battery.
B to gnd 5V ± 0.5 VREF check with key ON, if voltage not in spec. See VREF circuit.
C to gnd 0 to 0.25V If greater than 0.25V, signal ground is shorted to VREF or battery.
Connector Checks To Chassis Ground (Check with sensor connector disconnected, positive battery
cable disconnected and ignition key OFF.)
A to gnd <5 Ω Resistance to chassis ground, check with key OFF, if > than 5 Ω the harness
is open.
B to gnd >500 Ω Resistance less than 1000 Ω indicates a short to ground.
C to gnd >1000 Ω Resistance less than 1000 Ω indicates a short to ground.
19 to A <5 Ω Resistance from sensor connector to 60 pin connector - Signal ground.
40 to B <5 Ω Resistance from sensor connector to 60 pin connector - VREF.
30 to C <5 Ω Resistance from sensor connector to 60 pin connector - MAP signal.
Test Points: (+)30 to (-)19 Operational Voltage Checks (Check voltage with breakout box installed in-line
with the ECM.)
Voltage psi kPa Comments
0.039V N/A N/A Out of range low limit.
0.92V 0 0 Voltage with key on engine OFF. Atmospheric pressure dependent on
altitude and BAP pressure.
1.73V 8.0 55
2.72V 18.0 124
EGES175-1
Table 117 Manifold Absolute Pressure Sensor and Circuit Diagnostics (cont.)
121 = Signal voltage was less than 0.039V for more than 0.1 second.
122 = Signal voltage was greater than 4.9V for more than 0.1 second.
123 = Detected boost signal (above 16.7 psi / 115 kPa) at low idle.
EGES175-1
Figure 222 Circuit Diagram for Manifold Absolute Pressure Sensor
NOTE: The following MAP sensor tests are for 2001

SENSOR TESTS
If multiple active sensor codes exist, measure Vref
voltage and sensor ground circuit resistance using
a DMM before doing the Sensor Tests (Voltage
Reference (VREF) , page 508)
Table 118 MAP sensor voltage tests using Master Diagnostics

Manifold Absolute Pressure (MAP) Sensor Voltage Checks (check with key-ON engine-OFF)
Install the 3 wire breakout tee between the MAP sensor and harness connector. View MAP VOLTAGE using
has an active fault according to the voltage level (Code 121 >4.9V, Code 122 <0.039V, Code 123 >1.0 V),
complete the following steps. Tests must be performed in order.
Test Condition Voltage Comments
Sensor Disconnected 0V If voltage >0.039V, check signal circuit for short to VREF or B+.
Measure voltage from 5V ± 0.5 If voltage is >5.5V, check VREF for short to B+. If voltage is <4.5V check VREF
PIN B to gnd using a circuit for open or short to ground.
DMM.
0.5 kΩ jumper installed 5V If voltage is <4.9V, check signal circuit for open circuit or short to ground.
between the GREEN Remove positive battery cable. Measure resistance from PIN C to Ground
and BLUE pins of the (spec >500Ω) and from PIN C to PIN 30 (spec <5Ω) using a breakout box
breakout tee. to determine if short to ground or open is in the harness.
Standard jumper 0V If voltage is >0.039V, check ground circuit for resistance >5Ω. Measure
installed between resistance between PIN A and PIN 19 (spec < 5Ω) using a breakout box to
the BLUE, GREEN, determine if resistance is in the harness.
and BLACK pins of the
breakout tee.
sensor is not at fault if one or more of the sensor tests does not produce the expected results. See MAP
Sensor Troubleshooting Flowchart .
EGES175-1
Table 118 MAP sensor voltage tests using Master Diagnostics (cont.)
MD Voltage: (+)30 to (-)19 Operational Voltage Checks (check with breakout tee installed in-line
with the sensor)
Voltage psi kPa Comments
0.039V N/A N/A Out of range LOW limit.
0.92V 0 0 Voltage with key ON engine OFF. Atmospheric pressure
dependent on altitude and BAP pressure.
1.73V 8.0 55
2.72V 18.0 124
121 = Signal voltage was >4.9 volts for more than .1 sec.
122 = Signal voltage was <0.039 volts for more than .1 sec.
123 = Detected boost signal >2.0 psi (13.8 kPa ) at low idle.
EGES175-1
Figure 223 Troubleshooting flowchart for Manifold Absolute Pressure sensor
EGES175-1
Extended Description Diagnostic trouble Code 121 is set when the ECM
detects a MAP signal voltage greater than 4.9V for
Function
more than 0.1 second.
The International® engine control system includes
When Diagnostic trouble Code 121 is active, the ECM
a Manifold Absolute Pressure (MAP) sensor. The
will ignore the MAP signal and operate the engine
Electronic Control Module (ECM) measures the signal
using programmed default values. The ECM will
from the MAP sensor to determine intake manifold
illuminate the engine warning light when this code is
(boost) pressure. From this information, the ECM
active.
can control fuel efficiency and injection timing for all
engine operating conditions. Diagnostic Trouble Code 122
Operation ATA Code PID 102 FMI 11
The MAP sensor is a variable capacitance sensor that Map Signal is Out of Range Low
produces a linear analog voltage signal. The MAP
Diagnostic Trouble Code 122 is set when the ECM
sensor, on the intake manifold, is supplied 5V from
detects a MAP signal voltage less than 0.039V for
ECM pin 40 to terminal B of the sensor. A return circuit
more than 0.1 second.
(ground) is supplied from ECM pin 19 to terminal A
of the sensor. Pressure applied to the MAP sensor When Diagnostic Trouble Code 122 is active, the
changes the capacitance of the sensor which varies ECM will ignore the MAP signal and operate the
the signal voltage sent to the ECM. As boost pressure engine using programmed default values. The ECM
increases, the voltage signal increases. will illuminate the engine warning light when this code
is active.
ECM Diagnostics
Possible causes: A defective MAP sensor or MAP
The ECM monitors the MAP sensor signal for sensor signal circuit may be open or shorted to
expected values. If the ECM detects the MAP ground.
signal more or less than the desired value, the ECM
will set a Diagnostic Trouble Code.
If an active Diagnostic Trouble Code for the MAP
sensor is set, the ECM will ignore the MAP sensor Map Signal above Specified Level at Low Idle
signal and operate the engine using programmed
Diagnostic Trouble Code 123 is set when the MAP
default values. Active Diagnostic Trouble Codes for
signal is greater than 16.7 psi (115 kPa) Absolute at
the MAP sensor will cause the ECM to illuminate
low idle.
the engine warning light. Active Diagnostic Trouble
Codes can be retrieved using the diagnostic switch When Diagnostic Trouble Code 123 is active, the
(on the dashboard) for the self test, or the Electronic ECM will ignore the MAP signal and operate the
Service Tool (EST). If the ignition key is turned OFF, engine using programmed default values. The ECM
the Diagnostic Trouble Code will be stored as inactive. will illuminate the Engine Warning light when this
code is active.
Possible Causes: Restricted or plugged sensor inlet
or a defective MAP sensor.
Map Signal Out of Range High
EGES175-1
NOTES
EGES175-1
Oil Water Lamp (OWL) and Engine Warning and

Protection System (EWPS)
Signal Functions
Figure 224 Function Diagram for Oil / Water Lamp and Engine Warning and Protection Systems
The red oil and water lamp and the engine alarm test by the technician. A momentary bulb check can
buzzer are turned on when conditions are present also be visually observed each time the ignition switch
that will cause impending damage to the engine. is turned on by the operator.
The level of protection is dependent on which engine
To troubleshoot the OWL circuit see:
warning and protection system (EWPS) is turned on
in the ECM. See EXTENDED DESCRIPTION. When • Oil Water Lamp/Engine Warning and Protection
the ignition switch is in the ON position power is System Circuit Diagram(Figure 225)
available at the OWL lamp and alarm. The lamp and
• Oil Water Lamp/Engine Warning and Protection
the alarm are turned ON when the ECM provides a
System Circuit Diagnostics (Table 119)
path to ground.

An open or short to ground can be detected in the
OWL circuit during an On Demand engine standard
EGES175-1
Figure 225 Oil Water Lamp / Engine Warning and Protection System
EGES175-1
NOTE: Before doing any diagnostic test, check OWL

lamp and determine if it is burnt out.
Table 119 Oil Water Lamp / Engine Warning and Protection System Circuit Diagnostics
Key-ON Engine-OFF Voltage Checks (Check voltage with ECM chassis connector (black)
unplugged, breakout box installed, ignition key ON, and engine OFF.)
F1 to gnd 12V Fuse for instrument cluster and OWL lamp.
Battery voltage should be present from F1 to buzzer, if no voltage is present, check
B to gnd 12V
circuit for an open or short circuit.
Battery voltage should be present from lamp circuit to ECM, if no voltage is present,
54 to gnd 12V
check circuit for open or short.
Harness Resistance Check (Check with ECM chassis connector (black) unplugged, instrument
cluster connector unplugged, and ignition key OFF.) (Fuse F1 removed)
54 to (10) <5 Ω Continuity from ECM to cluster connector for OWL lamp.
54 to C <5 Ω Continuity from ECM to buzzer connector.
(10) to C <5 Ω Continuity from instrument cluster connector to buzzer.
(5) to F1 <5 Ω Continuity from instrument cluster connector to fuse.
B to F1 <5 Ω Continuity from buzzer to fuse.
Functional Checks
Physical Circuit Check
Physical check - with breakout box installed momentarily ground ECM chassis pin 54, the OWL lamp should
illuminate if the OWL circuit is good.
Output State Check
The OWL lamp can be commanded on for test purposes with the EST by requesting an output state check. If
the OWL circuit checks out good to this point and does not turn on when an output state check is commanded,
either the ECM is defective or the feature is not turned on.
263 = OWL output circuit check diagnostic trouble code detected during a key ON engine OFF standard test,
possible open or short in OWL.
EGES175-1
Extended Description is available if an engine critical condition is detected.

Critical engine conditions include overheat, low oil
Engine Warning and Protection System
pressure and low coolant level.
This group of parameters customizes the engine
2-Way Warning (rpm, ECT, EOP)
warning and protection feature. The engine warning
and protection system safeguards the engine from Engine overspeed, engine overheat and low engine
undesirable operating conditions in order to prevent oil pressure are provided as the engine warning
engine damage and prolong engine life. When operating mode. No engine shutdown is available.
a warning condition is detected, the on-board
ECT Warning Temperature
electronics will illuminate the OIL/WATER lamp
and activate the warning buzzer. This parameter indicates when an engine overheat
warrants the OIL/WATER lamp to be illuminated and
When a critical condition is detected, the on-board
the warning buzzer to be activated.
electronics will shut down the engine if the engine
warning and protection system has its protection ECT Critical Temperature
features enabled. After an engine shutdown, the
This parameter indicates when an engine overheat
operator may restart the engine for a thirty second
condition warrants an engine shutdown. The event
run time if desired.
logging feature will log when this event occurred in
The event logging feature will record when an both engine hours and odometer readings.
excessive (i.e., critical) engine event has occurred in
EOP RPM Boundary 1
both engine hours and odometer readings. Currently
there are four states of electronic operation. This parameter indicates the rpm range for which
engine oil pressure level 1 is to be used for the loss
Four States of Engine Operation
of engine oil pressure detection.
• Standard
EOP RPM Boundary 2
• 3-Way Warning
This parameter indicates the rpm range for which
• 3-Way Protection engine oil pressure level 2 is to be used for the loss
• 2-Way Warning
EOP RPM Boundary 3
EWPS Mode
This parameter indicates the rpm range for which
engine oil pressure level 3 is to be used for the loss
the desired mode of operation for the engine warning
and protection feature.
EOP Warning Level 1
Standard Warning (rpm)
This parameter indicates when a loss of engine oil
Engine overspeed and engine overheat are provided
pressure warrants the OIL/WATER lamp and warning
as the default operating mode. No engine shutdown
buzzer activation
is available.
EOP Warning Level 2
3-way Warning (rpm, ECT, EOP, ECL)
Engine overspeed, engine overheat, engine oil
pressure, and low coolant level are provided as the
buzzer activation
engine warning operating mode. No engine shutdown
is available. EOP Warning Level 3
3-Way Protection (rpm, ECT, EOP, ECL) This parameter indicates when a loss of engine oil
Engine overspeed, engine overheat, engine oil
buzzer activation.
pressure, and low coolant level are provided as the
engine protection operating mode. Engine shutdown EOP Critical Level 1
EGES175-1
This parameter indicates when a loss of engine oil ATA Code SID 238 FMI 11
pressure warrants an engine shutdown. The event
Oil Water Lamp OCC Diagnostic Trouble Code
both engine hours and odometer readings. The Output Circuit Test, performed during an On
Demand Engine Standard Test, will test the Oil
EOP Critical Level 2
Water Lamp circuit for an open or short condition. If
This parameter indicates when a loss of engine oil an out of range condition exists, Diagnostic Trouble
pressure warrants an engine shutdown. The event Code 263 will be set.
See the appropriate diagnostic circuit diagram:
both engine hours and odometer readings.
• Engine Warning Lights/Alarm and Test Switch
EOP Critical Level 3
Circuit Diagram; (Figure 172)
• Diagnostic/Programming Connector, Self Test
pressure warrants an engine shutdown. The event
Switch, 3000FE Chassis, Built January 11, 1999
and After; (Figure 226)
both engine hours and odometer readings.
• Diagnostic/Programming Connector, Self Test
ECM Diagnostics Switch, 3000RE Chassis, Built January 11, 1999
and After; (Figure 227)
EGES175-1
Figure 226 Diagnostic/Programming Connector, Self Test Switch, 3000FE Chassis, Built January 11,
1999 and after.
EGES175-1
NOTE: See CTS-5216W Electrical Circuit Diagram

Publication for adjacent views.
EGES175-1
Figure 227 Diagnostic/Programming Connector, Self Test Switch, and Warning Light System, 3000RE
Chassis, built January 11, 1999 and after.
EGES175-1
NOTE: See CTS-5216W Electrical Circuit Diagram

Publication for adjacent views.
EGES175-1
Radiator Shutter Enable (RSE)

Signal Functions
Figure 228 Function Diagram for Radiator Shutter Enable
The Radiator Shutter Enable circuit provides control Fault Detection / Management
to open or close the radiator shutters (energize or
An open or short to ground can be detected in the RSE
de-energize a solenoid). Radiator Shutters keep the
circuit during an On Demand Engine Standard Test
engine warm during cold weather operation. When
performed by the technician.
the ignition switch is ON, power is available to the
shutter solenoid. The solenoid is energized and the To troubleshoot the Radiator Shutter Enable circuit
shutters are closed when engine coolant temperature see:
is below 181.5°F (83°C) and de-energized (allowing
• Radiator Shutter Enable Circuit Diagram (Figure
the shutters to open) when cooling temperature gets
229)
above 185°F (85°C). The ECM controls the shutter
solenoid by providing a path to ground for the solenoid • Radiator Shutter Enable Circuit Diagnostics
coil. (Table 120)
NOTE: This circuit has many applications and can be
wired in many configurations. The applicable wiring
diagram for the correct application must be used for
troubleshooting this circuit.
EGES175-1
Figure 229 Circuit Diagram for Radiator Shutter Enable
EGES175-1
Table 120 Radiator Shutter Enable Circuit Diagnostics

Key-ON Engine-OFF - Voltage Checks at RSE Connector (Check with RSE solenoid
disconnected, ignition key ON, and engine OFF.)
+ Test Points - Spec. Comments
Power should be available with key on, check fuse and/or circuit for
A to gnd 12V ± 1.5
open/shorts.
B to gnd 0 to 1V If voltage present, check for short to power.
RSE Solenoid Continuity Checks (Check with RSE solenoid disconnected and measure resistance.)
(B) to gnd >1000 Ω If less than 1000 Ω, check for short to ground.
(A) to gnd >1000 Ω If less than 1000 Ω, check for short to ground.
(B) to (A) 10 to 30 Ω Expected coil resistance for solenoid.
Harness Resistance Check (Check resistance with RSE solenoid disconnected, battery positive
cable disconnected, and breakout box installed.) (Fuse F4 removed)
9 to B <5 Ω If greater than 5 Ω, check for open circuit.
F4 to A <5 Ω If greater than 5 Ω, check for open circuit.
9 to gnd >1000 Ω If less than 1000 Ω, check for short to ground.
B to gnd >1000 Ω If less than 1000 Ω, check for short to ground.
Operational Checks (Check operation with RSE solenoid connected and breakout box installed.)
NOTE: This test should be done only when no ECT diagnostic trouble codes are present. Monitor ECT temperature and voltage at ECM engine pin 9 while engine/vehicle is in operation

Solenoid energized - shutters closed - ECT temperature less than
9 to 19 0V
181.5°F/83°C.
Solenoid de-energized - shutters open - ECT temperature more than
9 to 19 12V
185°F/85°C.
256 = The RSE control solenoid failed the output circuit check during a Key On engine Off Standard Test.
EGES175-1
Extended Description ECT <181.5°F (83°C) - Close – energized

Function Diagnostic Trouble Code 256 (page 461)
The Radiator Shutter Enable feature provides the ATA Code SID 55 FMI 11
correct logic to open or close the radiator shutters
Radiator Shutter Enable OCC Diagnostic Trouble
(energize or de-energize a solenoid). Closing the
Code
shutters will keep the engine warm during cold
weather operation. This will provide faster warm up The Output Circuit Test, done during an On Demand
of the passenger cab thereby enabling faster defrost Engine Standard Test, will test the RSE solenoid
of the windshield. circuit for an open or short condition. If an out of
range condition exists Diagnostic Trouble Code 256
Radiator Shutter
will be set.
if the vehicle has the electronically controlled radiator
shutter. • Shutter and Fan Wiring Circuit Diagram (Figure
196)
OFF: Feature is turned off at all times.
• Radiator Shutters, 3000FE Chassis, Built January
ON: Feature is enabled and the radiator shutter is
11, 1999 and after (Figure 197)
electronically controlled.
ECT >185°F (85°C) - Open – de-energize solenoid.
EGES175-1
Remote Accelerator Position Sensor (RPS)

Signal Function
Figure 230 Function Diagram for RPS
NOTE: The RPS, the ON/OFF switch, and the circuit Fault Detection / Management
are supplied by the body builder.
The ECM monitors the voltage at the RPS terminal
The Remote Accelerator Position Sensor (RPS) for voltage to determine if the signal is in range. A
allows an operator to adjust engine speed from a minimum voltage level is established to verify that the
remote location. The RPS functions similar to the circuit is not open and a maximum voltage level is
accelerator position sensor. The RPS sensor is a established to verify that the signal is not shorted to
potentiometer that sends a variable analog voltage a voltage source. When the ECM detects a voltage
signal to the ECM that indicates a desired speed. In out of range, the pedal will be disabled and Diagnostic
order for the RPS to function, the control module must Trouble Code 213 will be set for out of range low;
be programmed for RPS enable. To activate the RPS Diagnostic Trouble Code 214 will be set for out of
the remote variable terminal of the ECM must receive range high .
a 12V signal.
To troubleshoot the Remote Pedal System, see the
appropriate diagram:
Pedal Operation • Remote Accelerator Position Sensor Circuit
Diagram(Figure 231)
The pedal receives a 5V reference signal and a
signal return through the body builder connections. • Remote Accelerator Position Sensor Circuit
By depressing the pedal, the RPS signal voltage Diagnostics (Table 121)
increases, indicating a request to increase engine
speed.
EGES175-1
Figure 231 Circuit Diagram for Remote Position Sensor
Table 121 Remote Accelerator Position Sensor Circuit Diagnostics

Remote Accelerator Position Sensor Connector Voltage Checks (Check voltage
with RPS disconnected and ignition key ON.)
A to gnd 0V A positive voltage reading indicates a short to another circuit.
B to gnd 0V A positive voltage reading indicates a short to another circuit.
C to gnd 5V ± 0.5 Voltage out of specification indicates an open circuit or short to ground.
(2) to gnd 12V ON/OFF switch voltage when switch is in the ON position.
RPS Connector Resistance Checks (Check resistance with RPS disconnected, ignition
key OFF, and all accessories off.) Fuse removed
A to gnd >1000 Ω Less than 1000 Ω indicates a short to ground.
B to gnd >5 Ω Greater than 5 Ω indicates circuit is open.
C to gnd >1000 Ω Less than 1000 Ω indicates a short to ground.
(1) to gnd >1000 Ω Less than 1000 Ω indicates a short to ground with switch closed.
Harness Resistance Checks (Check resistance with breakout box installed on chassis harness
only with RPS connector disconnected.) Fuse removed
Test Point Spec. Comments
5 to C <5 Ω More than 5 Ω indicates a high resistance or an open circuit.
6 to B <5 Ω More than 5 Ω indicates a high resistance or an open circuit.
30 to A <5 Ω More than 5 Ω indicates a high resistance or an open circuit.
36 to (1) <5 Ω More than 5 Ω indicates a high resistance or an open circuit with switch closed.
EGES175-1
Table 121 Remote Accelerator Position Sensor Circuit Diagnostics (cont.)

Operational Voltage Checks (Check voltage with breakout box installed and RPS connected to connector.)
Voltage should be low at idle position and should increase by depressing the
30 to 6 0.5 to 4V pedal. Voltage reading should change smoothly and there should be no position
that causes a sudden increase or decrease in voltage.
36 to gnd 12V or 0V ON/OFF switch voltage: 12V when on, 0V when off.
213 = RPS Signal was less than 0.49V. Circuit open or shorted to ground.
214 = RPS Signal was more than 3.91V. Sensor shorted internally or short to VBAT or VREF.
EGES175-1
Extended Description See appropriate diagrams for additional information:

The RPS is used for engine speed control outside of • Cruise Control, Body Builder Connections Circuit
the vehicle cab. As part of the PTO engine speed Diagram (Figure 232)
control, connections for the RPS are supplied through
• Cruise Control and Electronic Hand Throttle
the body builder’s connections.
System, 3000RE Chassis, Built on January
11,1999 and After (Figure 233)
EGES175-1
Figure 232 Circuit Diagram for Cruise Control, Body Builder Connections
EGES175-1
Figure 233 Cruise Control and Electronic Hand Throttle System, 3000RE Chassis, built On January
11, 1999 and after
EGES175-1
NOTE: *See Publication CTS 5216W Electrical Circuit

Diagram for adjacent views
EGES175-1
To operate the RPS, a 5V reference voltage is The ECM monitors the voltage at the RPS terminal
supplied by the ECM from pin 5 through the body to determine if the signal is within range. A minimum
builder’s connections circuit 97DD. Signal return for voltage level is established to verify that the circuit is
the RPS is supplied by a dedicated terminal number 6 not open and a maximum voltage level is established
through the body builder’s connections circuit 97HM. to verify that the signal is not shorted to a voltage
The remote pedal sensor is a potentiometer that uses source. When the ECM sees the voltage out of
the 5V reference voltage and signal return to supply range, the pedal will be disabled and a Diagnostic
an analog voltage to terminal 30 through the body Trouble Code 213 for out of range low or 214 for out
builder’s connections circuit 99F. In the idle position, of range high will be set. If the ignition is turned OFF
the voltage signal from the RPS is low. As the pedal a Diagnostic Trouble Code will be recorded as an
is depressed, the voltage increases, indicating an inactive code.
increase in demand for speed from the operator.
Before the RPS is operational, the ECM must first
ATA code SID 29 FMI 4
have a 12V signal at pin 36. This is supplied through
the body builder’s connections circuit 97CC. Remote Throttle Signal Out of Range Low
PTO speed control operation interruption will occur: Diagnostic Trouble Code 213 indicates that voltage at
ECM pin 30 was less than 0.25V. This indicates an
• If the remote variable circuit is opened, the engine
open circuit for the VREF supply from ECM pin 5 or in
will return to idle.
the RPS signal circuit to pin 30 from the RPS. It may
• If the brake or clutch pedal is depressed or with also result from a defective (open) remote sensor.
an automatic transmission, the transmission is
placed in gear, the engine will return to idle.
ATA Code 29 FMI 3
• If the ECM receives a signal from the vehicle
speed sensor (VSS), the engine will return to idle. Remote Throttle Signal Out of Range High
Remote PTO speed control will not function if
Diagnostic Trouble Code 214 indicates that voltage at
the brake or VSS circuits are in fault. The RPS
ECM pin 30 was greater than 4.5V. This indicates a
will not operate if the RPS system has an active
possible open circuit in RPS return to pin 6 or a short
Diagnostic Trouble Code present.
circuit to another voltage supply on the RPS signal
• If the option has been programmed in the ECM for circuit. It may also result from a defective (shorted)
PTO in cab controls – disable the brake, clutch remote sensor.
or transmission will not interrupt the PTO speed
Troubleshooting
control.
The Electronic Service Tool (EST) can be used to
Programming
monitor the status of the PTO controls. Comparing
The ECM must be programmed to operate the RPS. the data list reading to actual operation will indicate
From the programmable parameters menu under the if the controls are operating properly. Using the
option PTO controls, select RPS and program for menu option of programmable parameters, the
enable. If it is desired that the cab controls (APS programming can verify that the ECM is programmed
brake and clutch) do not impede the operation of properly for the specific application. Also the data list
the PTO speed control, select the option PTO in can be used to monitor the parameters that cause the
cab controls – disable , and select enable. PTO interruption of PTO speed control. Use the diagnostic
mode must be programmed to remote. If the RPS code menu to read the Diagnostic Trouble Codes.
is enabled and there is no pedal signal present, the
ECM will log a Diagnostic Trouble Code. The PTO
maximum engine speed will allow programming for Before troubleshooting make sure that the batteries
the maximum engine speed allowed when in PTO are fully charged. Check battery terminals and
mode. grounds for clean and tight connections free of
damage. A voltage test will give misleading results if
Fault Detection Management
the batteries are not fully charged.
EGES175-1
Before troubleshooting inspect circuit connectors for Before troubleshooting, inspect suspect circuit
pushed back loose or damaged (spread or bent) grounds for clean and tight connections free of
terminals, or wires with cut strands, etc. Wires and damage.
connections must be free of damage or corrosion.
When some connectors corrode, a light white residue
will be present that must be removed.
EGES175-1
Remote PTO Speed Control (RPTO)

System Function
Figure 234 Function Diagram for Remote PTO Speed Control
The remote power take off allows control of engine are programmable by using the Electronic Service
speed by remote switches for auxillary engine devices Tool (EST).
such as hydraulic pumps and lift gates.
In the preset PTO mode, the momentary speed control
Mode Selection switch allows selection of two preset speeds. By
momentarily depressing the switch in preset mode 1,
Variable speed or preset PTO control (up to two
the first speed is selected; by momentarily depressing
preset speeds) can be selected and programmed in
the switch in preset position 2, a second speed can
the ECM with the Electronic Service Tool (EST). The
be selected. Both speeds are programmable in the
mode (variable or preset PTO) must be selected and
ECM by using the Electronic Service Tool (EST).
turned on by the EST tool for this feature to function.
On/off switches must also be installed to provide a
12V signal to the appropriate pin in the ECM. The
Remote PTO feature will be disabled when vehicle
speed is detected, the clutch pedal is depressed If disagreements in speed selection states are
or if the transmission is put into gear (automatic detected by the ECM a Diagnostic Trouble Code
transmission only). will be set. The most common source of RPTO
problems are blown fuses to the on/off circuit, an
Speed Selection
incorrectly programmed ECM, or wiring the body
Variable PTO speed is either increased or decreased builder connectors and speed control switches
by depressing the momentary speed control switch to improperly.
the Set or Resume position. The speed at which the
To troubleshoot RPTO see:
engine accelerates is noted as the ramp rate or rpm
per seconds of acceleration that the engine is allowed • Remote PTO Speed Control Circuit Diagram
to accelerate. Ramp rate and maximum PTO speed (Figure 235)
EGES175-1
• Remote PTO Speed Control Circuit Diagnostics

(Table 122)
EGES175-1
Figure 235 Circuit Diagram for Remote PTO Speed Control
Table 122 Remote PTO Speed Control Circuit Diagnostics

Voltage Circuit Checks at ECM Connector (Check circuit with breakout box installed and ignition key ON.)
REMOTE PTO SPEED SELECTION SWITCH (TWO POSITION INTERMITTENT ROCKER SWITCH)
Set Switch Circuit (Speed No.1 - preset PTO) (Deaccel - variable PTO)
32 to gnd 12V ± 1.5 Switch held in "Set" position - If no voltage, circuit is open or shorted to ground.
32 to gnd 0V Switch in "Middle" position - If voltage is present, switch is shorted to power.
Resume Switch Circuit (Speed No.2 - preset PTO) (Accel - variable PTO)
Switch held in "Resume" position - If no voltage, circuit is open or shorted to
31 to gnd 12V ± 1.5
ground.
31 to gnd 0V Switch in "Middle" position - If voltage is present, switch is shorted to power.
Remote Variable PTO ON/OFF Switch - Switch must be ON for remote PTO to function.
36 to gnd 12V ± 1.5 Switch in ON position - If no voltage, open circuit or fuse from switch.
36 to gnd 0V Switch in OFF position - If voltage is present, switch is shorted to power.
Remote Preset PTO ON/OFF Switch - Switch must be ON for remote PTO to function.
37 to gnd 12V ± 1.5 Switch in ON position - If no voltage, open circuit or fuse from switch.
37 to gnd 0V Switch in OFF position - If voltage is present, switch is shorted to power.
Diagnostic Trouble Code References
221 = SCCS or PTO Signal incorrect Voltage Signal wrong for switch state. (If only cruise control is affected,
See SCCS section.)
EGES175-1
Extended Description This parameter indicates how the dashboard mounted

Cruise Control switches are to be interpreted.
Power Take Off Speed Control
• None: The dashboard mounted Cruise Control
Power Take Off (PTO) speed control allows the
ON/OFF switch is ignored.
operator to set and maintain a regulated engine
speed, without using the accelerator pedal to operate • Stationary Preset: The dashboard mounted
auxiliary equipment. The power take off has an in-cab Cruise Control switches are to operate only in the
and a remote operator interface. Depending on Preset state of operation.
configuration, the operator can activate PTO speed
• Stationary Variable: The dashboard mounted
control while in the cab or by remote interface. If
Cruise Control switches are to operate in a
both in-cab and remote operations are enabled, the
variable state of operation.
on-board electronics senses which interface is active
depending on operator actions. No active mobile PTO • Mobile Variable: The dashboard mounted Cruise
operation is possible when the PTO speed control is Control switches are to operate in a variable state
turned on using the remote interface. of operation while allowing the vehicle to be
mobile.
This feature also has the bump up and bump down
functions. Wherein, the operator may bump up the PTO In-Cab Interface
rpm in 25 rpm increments when the Resume/Accel
button is momentarily pressed. The operator may
if PTO speed control is on and active. If active,
bump down the rpm in 25 rpm increments when the
the operator in-cab interfaces are ignored. These
Set/Coast button is momentarily pressed.
interfaces include accelerator pedal, driveline
Power Take Off engagement signal, brake pedal and the dashboard
mounted Cruise Control switches.
if the vehicle has the Power Take Off speed control • Enable: Continue to monitor in-cab operator
feature. interfaces.
PTO Programmable Features • Disable: Ignore in-cab operator interfaces.
• Disable: Feature is turned off at all times. PTO Remote Pedal
• Remote Operation Only: Feature is enabled and This parameter indicates to the on-board electronics if
may only be turned on and activated using the a remote throttle control is available for use to control
remote PTO ON/OFF switches. the PTO rpm setting.
• In-Cab Operation Only: Feature is enabled and • Disable: Remote throttle is not available.
uses PTO in-cab Mode as the discriminate factor
• Enable: Remote throttle is available.
as to how the on-board electronics will apply PTO
speed control while in the in-cab operation. PTO Preset rpm 1
• Remote and In-Cab Operation: Feature is This parameter indicates the rpm setting when the
enabled and allows remote and in-cab operations. operator depresses the Set/Coast button with the
However, the remote operation takes precedence STATIONARY PRESET in-cab mode of operation.
over the in-cab operations.
PTO Preset rpm 2
PTO Max VS
This parameter indicates the rpm setting when the
This parameter indicates the maximum road speed operator depresses the Resume/Accel button with the
that the PTO speed control may be engaged while in Stationary Preset in-cab mode of operation.
Mobile PTO operation.
PTO Preset rpm Ramp Rate
PTO In-Cab Mode
This parameter indicates the rate at which the rpm is to
be increased when the operator depresses and holds
the Resume/Accel button.
EGES175-1
PTO Max rpm The EST can be used to monitor the status of the
PTO controls. Comparing the data list reading
This parameter indicates the maximum rpm that the
to actual operation will indicate if the controls are
PTO speed control may be engaged.
operating properly. Using the menu of programmable
Diagnostic Trouble Code 221 (page 480) parameters, the ECM programming can also
be verified to insure that the ECM is properly
programmed for PTO applications.
Cruise PTO Control Switch Circuit Diagnostic
See the appropriate diagram for troubleshooting:
Trouble Code
• Cruise Control, Body Builder Connections Circuit
The ECM monitors the cruise control switches and
PTO inputs (both in-cab and remote). If the expected
values for each input do not match the expected • Electronic Engine Controls-Cruise Control
status, a Diagnostic Trouble Code is set. Connections with Manual Transmission
Troubleshooting
EGES175-1
Speed Control Command Switches (SCCS)

Signal Function
Cruise Control
Figure 236 Function Diagram for Cruise Control, PTO, and Hand Throttle
Cruise Control been programmed in the ECM and the vehicle is

stationary. Variable as well as preset speeds are
The ECM will control engine speed to maintain a
available depending on programming. The PTO
constant road speed with cruise control. Depressing
function is turned ON by switching the Cruise switch
the SET switch when the vehicle is at the desired
ON. Depressing the Set/Coast or Resume/Accel
speed with the cruise switch in the ON position
switch will increase or decrease speed depending on
activates the cruise control. Speed is increased or
PTO programming.
decreased by depressing Accel or Coast. The cruise
control is deactivated by depressing the OFF switch,
brake pedal, clutch pedal or on vehicles equipped with
automatic transmissions by placing the transmission
in neutral. The ECM monitors the SCCS signals for proper
voltages and will set Diagnostic Trouble Code 221.
PTO Control
If the ignition switch is turned off, Diagnostic Trouble
Engine speed can be controlled by the Speed Control Code 221 will be recorded as inactive.
Command Switches (SCCS) if the PTO option has
EGES175-1
Figure 237 Circuit Diagram for Cruise Control, PTO, and Hand Throttle
Table 123 Speed Control Command Switch(es) Diagnostics

In Cab Control Switch Circuit Voltage Checks - Ignition Key ON (Remove switch assembly
from dashboard panel and test from rear of connector body.)
Cruise PTO ON/OFF Switch
Socket 2 to gnd 12V ± 1.5 Switch in Off position - possible open fuse F6 or open circuit 28 or 97B.
Socket 1 to gnd 12V ± 1.5 Switch in ON position - no voltage, possible defective switch.
Cruise PTO SET/RESUME Switch (with COO switch on)
Socket 5 to gnd 12V ± 1.5 Possible defective switch or open circuit 97CA.
Socket 4 to gnd 12V ± 1.5 Switch held in set position - possible defective switch.
Socket 6 to gnd 12V ± 1.5 Switch held in resume position - possible defective switch.
Voltage Circuit Checks at ECM Connector, breakout box installed, ignition key ON
Cruise ON/OFF (COO) Switch Circuit
35 to 42 12V ± 1.5 Switch in ON position - no voltage, open circuit 97CF.
35 to 42 0V Switch in OFF position - voltage, short to power.
SET Switch Circuit (with COO switch ON)
Switch held in SET position - no voltage, open or shorted to ground circuit
32 to 42 12V ± 1.5
97DJ, 97CH, or 46B..
32 to 42 0V Switch in MID position - voltage, short to power.
EGES175-1
Table 123 Speed Control Command Switch(es) Diagnostics (cont.)

RESUME Switch Circuit (with COO switch ON)
Switch held in RESUME position - no voltage, open or shorted to ground
31 to 42 12V ± 1.5
circuit 97DK, 97DE. or 46A..
31 to 42 0V Switch in MID position - voltage, short to power.
221 = SCCS or PTO switch signal incorrect voltage signal wrong for switch state. (See RPTO for remote
PTO diagnostics.)
EGES175-1
Extended Description In cab PTO includes three modes of operation. Each

mode is selected by programming the ECM In-Cab
Cruise Control
PTO Mode.
Cruise control allows the ECM to control engine power
1. In-Cab Preset
delivery to maintain a constant speed. The speed set
point is determined by the driver; however, high and 2. In-Cab Variable
low set points are programmed in the ECM. These are
3. In-Cab Mobile
the cruise high set limit and cruise low set limit. Also
the minimum engine speed at which the cruise control In-Cab Preset
can be engaged is programmed in the ECM.
In Cab Preset is selected by programming the ECM
See the appropriate circuit diagram: programmable parameters for In Cab Mode to In Cab
Preset. This allows the operator to select one of two
• Cruise Control, Body Builder Connections Circuit
preprogrammed values for engine speed. To operate,
turn the On/Off switch to the ON position. This sends
• Cruise Control & Electronic Hand Throttle System, a 12V signal to pin 35 of the ECM. Then depress
3000RE Chassis, Built On January 11, 1999 and either the Set or Resume switch. Depressing the Set
After (Figure 233) switch sends a 12 volt signal to pin 32 of the ECM.
This will cause the engine speed to run at the value
Placing the cruise control ON/OFF switch ON supplies
programmed into PTO Set Speed.
12V to ECM pin 35 to enable the cruise control. When
the ON/OFF switch is ON , it supplies the voltage for Depressing the resume switch sends a 12V signal to
the Set/Resume switch. Depressing the Set switch pin 31 of the ECM. This will cause the engine speed to
will supply a 12V signal at ECM pin 32 to engage run at the value programmed into PTO resume speed
the cruise control. If cruise is active, it will cause
Depressing the Off switch, brake pedal, clutch pedal
the set speed to decrease (coast). If the cruise is
or placing the automatic transmission in gear, as
not active, cruising speed will be set at the current
well as a signal from the VSS unless programmed
vehicle speed. Depressing the Resume switch will
for Mobile operation, will deactivate the PTO speed
supply a 12V signal to ECM pin 31, reactivating the
control. PTO speed control will not be functional if the
cruise set speed to the last active set speed. If the
VSS or Brake signal is in fault.
cruise is active, depressing the resume (accel) switch
will cause the set speed to increase. In-Cab Variable
Depressing the OFF switch, brake, clutch or placing In Cab Variable is selected by programming the ECM
the automatic transmission in neutral will deactivate Programmable Parameters for In Cab Mode to In
the cruise control. Cruise control will not function if Cab Variable. This option allows the driver to set
the VSS signal is in fault. the engine speed to a desired value. The control
module will then maintain this speed over varying
PTO (engine Speed) Control
load conditions up to the engines rated power in the
PTO speed control allows an operator to set a fixed selected speed range.
engine speed, either in the cab or remotely. In-cab
To enable, turn the On/Off switch to the ON position.
PTO uses the same switches on the dashboard as
This sends a 12V signal to pin 35 of the ECM. Speed
are used for the cruise control. Remote PTO uses
may be adjusted two ways. First the operator may
switches which are installed by a body builder and
adjust the engine speed with the accelerator and then
are wired into the vehicle’s wiring harness at the body
depress the Set switch. This sends a 12V signal to
builder’s connections. There are two features that
pin 32 of the ECM. Or the operator may depress the
utilize the PTO speed controls. Remote Accelerator
Resume/Accel, sending a 12V signal to pin 31 of the
Position and Electronic Pressure Governing. See
ECM to increase the speed incrementally. In addition
RPS and EPG in this section.
the operator may depress the Set/Coast switch to
In-Cab PTO decrease engine speed.
Engine set speed will be limited to the value
programmed in the ECM for Maximum PTO speed.
EGES175-1
Depressing the Off switch, brake pedal, clutch pedal engine speed to increase, a signal to the set (coast)
or placing the automatic transmission in gear, as terminal will cause the engine speed to decrease.
well as a signal from the VSS, unless programmed
To operate, a 12V signal is sent to ECM pin 36. With
for Mobile operation, will deactivate the PTO speed
the remote variable enabled the speed is adjusted as
control. PTO speed control will not be functional if the
with In Cab Variable.
VSS or Brake signal is in fault.
Opening the switch to pin 36 or depressing the
In-Cab Mobile
brake pedal or clutch pedal or placing the automatic
In Cab Mobile is selected by programming the ECM transmission in gear, as well as a signal from the
programmable parameters for the in cab mode to VSS will deactivate the PTO speed control. However
In Cab Mobile. This allows the operator to use the the preprogrammed option of PTO in cab control –
engine speed control the same as In Cab Variable; disable will prevent the clutch and brake signals from
however, in this mode the vehicle can be moving interrupting the PTO speed control, as well as cause
while the mode is active. See In Cab Variable for the APS to be inoperative. PTO speed control will not
more details. The maximum speed of the vehicle is be functional if the VSS or Brake signal is in fault.
programmable up to 20 MPH. Disabling this mode
PTO Speed Ramp Rate
is the same as In Cab Variable, however, a speed
signal will not disable the speed control until the The rate at which the speed of the engine will
preprogrammed maximum speed is achieved. change will depend on load conditions and on a
preprogrammed value called PTO speed ramp rate.
Remote PTO
A higher value will cause the engine to change speed
Remote PTO can be enabled by two means, Remote more quickly.
Preset and Remote Variable. Operation of the speed
Diagnostic Trouble Code Detection Management
control depends on which signal is enabled.
The ECM monitors the signals for proper voltages and
Remote Preset
will set Diagnostic Trouble Code 221. If the ignition
Enabling the remote preset signal allows for the switch is turned off the Diagnostic Trouble Code will
engine to maintain a preprogrammed speed. When be recorded as an inactive Diagnostic Trouble Code.
in the preset mode, a signal at the set terminal will
cause the engine to run at the preprogrammed set
speed. A signal at the resume terminal will allow the ATA Code SID 244 FMI 2
engine to run at the preprogrammed resume speed.
SCCS Switch or Circuit Diagnostic Trouble Code
To operate, a 12V signal is sent to ECM pin 37. With
The ECM monitors the cruise control and PTO inputs.
the remote preset enabled, the speed is adjusted as
If the expected value for each input does not match the
with in cab preset. See in cab preset for more details.
expected status, a Diagnostic Trouble Code is set.
Opening the switch to pin 37 or depressing the
Troubleshooting
brake pedal, clutch pedal or placing the automatic
transmission in gear, as well as a signal from the The EST can be used to monitor the status of the PTO
VSS will deactivate the PTO speed control. However, controls. Comparing the data list reading to actual
the preprogrammed option of PTO in cab control – operation will indicate if the controls are operating
disable will prevent the clutch and brake signals from properly. Using the menu option of programmable
interrupting the PTO speed control, as well as cause parameters, the programming can be verified to
the APS to be inoperative. PTO speed control will not be sure the ECM is programmed properly for the
be functional if the VSS or Brake signal is in fault. application. Also, the data list can be used to monitor
the parameters that cause the interruption of PTO
Remote Variable
speed control. Use the diagnostic code menu to read
Enabling the remote variable signal allows for the Diagnostic Trouble Codes.
engine speed to be adjusted to the desired level. A
signal to the resume (accel) terminal will cause the
EGES175-1
Before troubleshooting make sure that the batteries terminals, or wires with cut strands, etc. Wires and
are fully charged. Check battery connections and connections must be free of damage or corrosion.
grounds for clean, tight connections free of damage. When some connectors corrode, a light white residue
Voltage tests will give misleading results if the will be present that must be removed.
batteries are not fully charged.
Before troubleshooting inspect suspect circuit
Before troubleshooting inspect circuit connectors for grounds for clean, tight, and damage free
pushed back, loose or damaged (spread or bent) connections.
EGES175-1
Tachometer Output Circuit

Circuit Function
Figure 238 Function Diagram for Tachometer Output Circuit
The Electronic Control Module (ECM) provides an Fault Detection / Management

output for a remote tachometer with a 0-12V digital
No Diagnostic Trouble Code detection is available
signal that indicates engine speed. The frequency
for communication between the ECM and the remote
sent by the ECM is 1/5th of the actual engine rpm.
tachometer.
EGES175-1
Figure 239 Tachometer Output Circuit Diagram
Table 124 Tachometer Output Circuit Diagnostics

Key-On Engine-Off Voltage Checks at ECM (Check with breakout box installed, the ignition key ON and,
Engine OFF.)
Test Points Spec. Signal Comments
59 to 23 12V ± 1.5 TACH A The signal is pulled up by the ECM with the key ON engine OFF.
Connector Checks to Ground at ECM (Check with breakout box installed and the ignition key in the OFF
position)
59 to 23 >1kΩ < 1kΩ indicates a short to ground either through the harness or
TACH A
internal in the ECM. Disconnect the ECM from the breakout box and
measure to ground again. If short is still present, repair harness.
Harness Resistance Checks (check with breakout box installed, and the ignition key should be in the
OFF position)
59 to Tach <5Ω Resistance from ECM connector to TACH input - Optional
TACH
Owner/Operator Tach.
Key-On Engine-Running Signal Checks - TACH (check with breakout box installed)
59 to 23 5V to 7V/140 TACH signal from the ECM is a frequency that is engine rpm ÷ 5.
to 540 Hz
NOTE: The instrument cluster tachometer does not
use these outputs. See ATA Communication for
instrument cluster tachometer diagnostics.
EGES175-1
Extended Description The ECM receives a signal from the CMP sensor and
calculates engine speed (rpm). The ECM sends the
Tachometer Output Signal
calculated engine speed as a digital buffered TACH
The following discussion is only for auxiliary signal from the ECM connector to the owner installed
tachometers installed by the body builder or vehicle tachometer.
owner. It does not apply to the instrument cluster
tachometer which is operated from the ATA data line.
EGES175-1
Notes
EGES175-1
Two Speed Axle Speedometer Circuit

Signal Functions
Figure 240 Function Diagram for Two Speed Axle
The ECM is programmed with the high and low rear Diagnostic Trouble Code Detection / Management
axle ratios. The ratios are used to calculate the
ECM diagnostics are not provided for two speed axle
speedometer signal, depending on which mode the
circuits.
switch is in. The ECM uses the high ratio unless
voltage is applied to ECM pin 28 indicating the two
speed selector switch is in the low range.
The two speed switch applies 12V to the ECM at pin
28 (and to the shift motor) when the switch is in the
LO position.
EGES175-1
Figure 241 Circuit Diagram for Two Speed Axle
Use Electronic Service Tool for the following Test. (12V ± 1.5) should be present. See Two Speed
Axle Circuit Diagram (Figure 241).
1. Use the Electronic Service Tool (EST) to verify the
correct ECM programming including correct rear a. If less than 10.5V, check connections, if 0V,
axle ratios (high and low) check for open/short to ground.
a. If programmed correctly, go to step 2. b. If battery voltage is present, replace the ECM.
b. If the programming is not correct, make 4. See Service Manual Group 08 Instruments, and
necessary programming corrections. perform Speedometer Self Diagnostic Test.
2. Use the Electronic Service Tool (EST) diagnostic a. If the self test is not OK, follow the
tool to monitor the two speed switch while recommendations of the service manual.
changing switch position several times.
b. If the self test is OK, road test the vehicle
a. If switch does not function, go to step 3. and have a passenger monitor vehicle speed
using the EST. If the EST displays the correct
b. If switch functions properly go to step 4.
speed replace the speedometer/tachometer
3. Disconnect chassis connector from ECM. With unit. If the EST does not display the correct
key ON and switch in LOW position, measure speed, replace the ECM.
voltage to ground at circuit 93A. Battery voltage
EGES175-1
Extended Description • Two Speed Axle Wiring with Allison MD

Automatic, Transmission with Hydraulic Brakes
NOTE: This section covers the two speed interface
and No Air Suspension (Figure 243)
with the speedometer, not two speed axle operation.
• Two Speed Electric Axle (Figure 244)
The vehicle speed sensor reads the revolutions of
the transmission speedometer gear and sends a • Two Speed Electric Axle (Air) and Air Dryer with
signal to the ECM. ECM programming includes the Automatic or Manual Transmission (Figure 245)
high and low rear axle ratios. The ECM uses the
• Two Speed Electric Axle (Hydraulic) (Figure 246)
sensor input and rear axle ratios to calculate the
speedometer signal, depending on which range the Before Troubleshooting
vehicle is operating in. When voltage is applied to
1. Before troubleshooting, make sure that the
ECM pin 28 from the two speed circuit, the ECM uses
batteries are fully charged. Check battery
the low ratio.
connections and grounds for clean, tight
The Two Speed Axle switch receives ACC power from connections free of damage. Voltage tests
10A fuse F14. This is a normally open switch with High will give misleading results if the batteries are not
as the normal operating position. With the Two-Speed fully charged.
switch in the Low position, 12V accessory power is
2. Before troubleshooting, inspect circuit connectors
applied at ECM pin 28.
ECM Diagnostics bent) terminals, or wires with cut strands etc.
Wires and connections must be free of damage
ECM diagnostics are not provided for this circuit.
or corrosion. When some connectors corrode, a
Troubleshooting light white residue will be present that must be
removed.
• Two Speed Axle Wiring with Allison MD Automatic
Transmission with Air or Hydraulic Brakes and
damage.
with Air Suspension (Figure 242)
EGES175-1
Figure 242 Circuit Diagram for Two Speed Axle Wiring with Allison MD Automatic Transmission with
Air or Hydraulic Brakes and with Air Suspension
EGES175-1

Diagrams.
EGES175-1
Figure 243 Circuit Diagram for Two Speed Axle Wiring with Allison MD Automatic Transmission
with Hydraulic Brakes and No Air Suspension
EGES175-1

Diagrams.
Figure 244 Circuit Diagram for Two Speed

Electric Axle

Diagrams
EGES175-1
Figure 245 Circuit Diagram for Two Speed Electric Axle (Air) and Air Dryer with Automatic or Manual
Transmission
EGES175-1

Diagrams.
EGES175-1
Figure 246 Circuit diagram for Two Speed Electric Axle (Hydraulic)
EGES175-1

Diagram.
EGES175-1
Vehicle Retarder (VRE)

Circuit Functions
Figure 247 Function Diagram for Vehicle Retarder
On engines and vehicles equipped with an engine • VRE circuit (Figure 248)
brake or a transmission retarder the VRE (Vehicle
The VRE circuit is generic and only describes the
Retarder Circuit) circuits function is to control the relay
general function of this circuit. Chassis pin 47 (VRE)
or solenoids that turn the brake or retarder on and off.
is normally used to turn a relay or solenoid on and
This circuit has many applications and can be wired in
off by grounding the coil circuit of the relay. Chassis
many configurations. The applicable wiring diagram
Pin 15 (EB) is used either as an ON/OFF switch for
for the application must be used for troubleshooting
the engine brake or as a power source for the engine
the circuit.
brake relay depending on application.
See the appropriate wiring diagram:
• Exhaust Brake with WT Transmission Circuit
(Figure 249)
An open or short to ground can be detected on the coil
• Exhaust Brake with ABS, WTEC III Transmission
side of the engine brake relay during an On Demand
Circuit (Figure 250)
Engine Standard Test by the technician.
• Transmission Retarder Controls Wiring Circuits
See the following Vehicle Retarder Circuit:
(Figure 251)
• Vehicle Retarder Circuit Diagram (Figure 248)
• Transmission Retarder Controls Wiring Circuits
(Figure 252) • Vehicle Retarder Circuit Diagnostic Checks (Table
125)
• Allison AT Retarder International® /ABS Circuit
(Figure 253)
EGES175-1
Figure 248 Circuit Diagram for Vehicle Retarder
Table 125 Vehicle Retarder Circuit Diagnostic Checks

Exhaust Brake Solenoid Voltage/Resistance Checks - With Exhaust Brake Solenoid Unplugged
(Check voltage/resistance with ignition key ON and exhaust brake activated.)
Exhaust Brake Solenoid
ckt 24E to gnd If no voltage is present, either relay is not ON or open in circuit to solenoid (test
12V ± 1.5
(from relay) with in-line connector unplugged, check voltage from exhaust brake relay).
Sol gnd to gnd <5 Ω Solenoid will not operate unless grounded. (Power removed from circuit)
Check resistance of exhaust brake solenoid. Resistance will vary with
ckt 24E to gnd
5 to 30 Ω manufacturer, but solenoid coil should not indicate infinite resistance (open
(thru sol)
coil). (Power removed from circuit)
Exhaust Brake Relay Voltage Checks - With Exhaust Brake Relay Unplugged
(Check voltage with EFC solenoid and battery positive cable disconnected, with breakout box installed.)
Exhaust Brake Relay

Voltage should be present when ignition key ON. If 0V, check fuse and power
30 to gnd 12V ± 1.5
circuit
Voltage should be present when ignition key ON. If 0V check fuse and power
86 to gnd 12V ± 1.5
circuit.
85 to gnd 0V No voltage expected
87 to gnd 0V No voltage expected
Operational Voltage Checks Check voltage with breakout box installed and exhaust
brake relay and solenoid plugged in.)
Voltage value when exhaust brake is turned ON - ECM grounds relay to turn
47 to 23 0V
it on.
Voltage value when exhaust brake is turned OFF - ECM grounds relay to
47 to 23 12V ± 1.5
turn it on.
265 = Exhaust brake relay failed the output circuit test during a Key-On Engine-OFF Standard Test.
EGES175-1
Extended Description • Coast: The vehicle retarder will be enabled

when the proper engine/vehicle conditions are
Vehicle Retarder
satisfied. When either the cruise control or PTO
This group of parameters customizes the retarder speed control is on, the brake pedal must be
feature. The Vehicle Retarder provides the applied before vehicle retarder will be enabled.
correct logic to enable or disable a mechanical The vehicle retarder will remain enabled only if
engine/transmission brake. Several types of engine the brake pedal is continually depressed.
brakes exist.
• Transmission Latched: The vehicle retarder
• Engine Exhaust Brakes will be operated similarly to the LATCHED state,
however the engine is allowed to operate at
• Transmission Retarders
a higher rpm range in this state because the
• Antilock braking devices transmission is the retarding device.
Vehicle retarders reduce the deceleration rate of the • Over Speed: This protection is provided in all
vehicle by providing additional vehicle or engine load. active vehicle retarder states. This is included
This can reduce brake wear resulting from frequent so that the vehicle retarder will become enabled
braking. Also provided is over-speed protection to when rpm is too high.
decrease engine damage from excessive engine
Diagnostic Trouble Code 265 (page 499)
speed.
The on-board electronics provides control logic
to determine when the vehicle retarder should be Vehicle Retarder Relay OCC Diagnostic Trouble
enabled. Currently, five states of electronic operation Code
are used: Off, Latched, Coast, Transmission
The Output Circuit Test (OCC), during an ON Demand
Latched, and Over Speed
Engine Standard Test, will test the coil side of the
Vehicle Retarder vehicle retarder relay and circuit for an open or
short condition. If an out of range condition exists,
Diagnostic Trouble Code 265 will be set.
the desired mode of operation for the vehicle retarder
feature. Troubleshooting
• OFF: Feature is disabled at all times. See the appropriate wiring diagram:
• Latched: The vehicle retarder will be enabled • Exhaust Brake with WT Transmission Circuit
when the proper engine/vehicle conditions are Diagram (Figure 249)
satisfied. When either cruise control or PTO
• Exhaust Brake with ABS, International® / WTEC
speed control is on, the brake pedal must be
III Transmission Circuit Diagram (Figure 250)
applied before vehicle retarder will be enabled.
The vehicle retarder will remain enabled until the • Transmission Retarder Controls Wiring Circuits
accelerator pedal is depressed or low idle speed (Figure 251)
has been reached.
• Transmission Retarder Controls
Wiring-Continued (Figure 252)
• Allison AT Retarder International® / ABS Circuit
(Figure 253)
EGES175-1
Figure 249 Circuit Diagram for Exhaust Brake with Transmission
EGES175-1

Diagrams.
EGES175-1
Figure 250 Circuit Diagram for Exhaust Brake with ABS, International® / WTEC III Transmission

Diagrams.
EGES175-1
Figure 251 Circuit Diagram for Transmission Retarder Control Wiring
EGES175-1

Diagram
Figure 252 Circuit Diagram for Transmission Retarder Controls Wiring–Continued
EGES175-1

Diagrams.
EGES175-1
Figure 253 Circuit Diagram for Allison AT Retarder, International® /ABS
EGES175-1

Diagrams.
EGES175-1
Voltage Reference (VREF)

Circuit Functions
Figure 254 Function Diagram for Voltage Reference
The Electronic Control Module (ECM) sends a 5 ± Fault Detection / Management

0.5 volt reference signal to the three wire engine
Diagnostic Trouble Codes are not directly set for
and vehicle sensors in the electronic control system.
voltage reference signals, but a sensor fault in a
The ECM determines pressure, speed, position, and
voltage reference circuit can set an Out of Range
other variables for engine and vehicle functions by
High or Out of Range Low Diagnostic Trouble Code.
comparing the regulated 5 ± 0.5 volts sent to the
Multiple high or low codes usually indicate VREF faults
sensors with signals sent back from the sensors.
or signal ground faults.
Three voltage reference circuits are used in the
A voltage reference signal shorted to ground will
electronic control system:
cause the ECM to reset causing either a stumble or
VREF B — for Chassis Sensors no start condition.
VREF C — for Body Builder Sensors
VREF D — for Engine Sensors
EGES175-1
Figure 255 Circuit Diagram for Voltage Reference
Table 126 Voltage Reference Circuit Diagnostics

Voltage Reference Connector Checks (if multiple diagnostic trouble codes are set, remove and measure
VREF at suspected sensor circuits)
Sensor Test Points Spec. Comments
ICP B to gnd 5V ± 0.5 Check VREF at suspected sensors one at a time. Identifying which
CMP B to gnd 5V ± 0.5 sensors do not have a VREF and which ones share a common VREF
feed will aid in helping to isolate the area of a short or open circuit. If
MAP B to gnd 5V ± 0.5
disconnecting a sensor causes VREF to be present in the circuit that had
APS/IVS C to gnd 5V ± 0.5 no previous VREF, it is likely that the disconnected sensor had shorted
BAP B to gnd 5V ± 0.5 VREF to ground.
Connector Checks to Chassis Ground (sensors disconnected, + BAT cable disconnected, key OFF)
ICP B to gnd >500Ω Resistance < 500Ω indicates a short to ground. If a short to ground
CMP B to gnd >500Ω condition is identified, remove all sensor connectors that are connected
to VREF and ECM to determine if short is in a sensor, ECM, or in a wiring
MAP B to gnd >500Ω
harness. Spec is >1kΩ with all common sensors disconnected from
APS/IVS C to gnd >1kΩ harness.
BAP B to gnd >1kΩ
EGES175-1
Table 126 Voltage Reference Circuit Diagnostics (cont.)

Harness Resistance Checks (check with sensor connector(s) disconnected and ignition key OFF, all
accessories OFF with breakout box installed)
ICP B to 40 <5Ω The measurement is taken from the sensor connector to the ECM 60
CMP B to 40 <5Ω pin connector. Resistance > 5Ω indicates high resistance or an open
in the VREF supply circuit.
MAP B to 40 <5Ω
APS/IVS C to 3 <5Ω
BAP B to 3 <5Ω
EGES175-1
Extended Description and terminals 3 and 5 for the chassis and body builder
connections respectively (black connector).
Function
ECM Voltage Reference Diagnostics
The Electronic Control Module (ECM) sends a
regulated 5 ± 0.5 volt voltage reference to engine If multiple sensor codes are set, the VREF signal circuit
and vehicle control sensors. The sensor signals are can be open, or the signal groucircuit can be open.
compared to the Voltage Reference to determine Follow troubleshooting procedures to determine if VREF
sensor output (actual signal values). These values circuits are at fault. The engine will not run without a
are processed by the ECM for engine operation. valid VREF signal.
Operation
The ECM supplies VREFVoltage when the ignition key
is ON at terminals 40 for the engine (gray connector)
EGES175-1
Vehicle Speed Sensor Signal (VSS)

Signal Function
Figure 256 Function Diagram for Vehicle Speed Sensor
Transmission tailshaft speed is detected by a checks on the VSS circuit. A voltage signal
magnetic pickup mounted on the transmission that transmitted by the ECM will detect if the return
senses the rotation of a 16 tooth gear installed voltage is Out of Range High or Out of Range Low.
on the rear of the transmission. This alternating An Out of Range Low Diagnostic Trouble Code
current (AC) sine wave signal is received by the normally indicates an open or short to ground. An
ECM and used with tire size and axle ratio, to Out of Range High Diagnostic Trouble Code normally
calculate vehicle speed. Calculated vehicle speed is indicates a short to voltage. When a VSS Diagnostic
transmitted to the instrument cluster on the American Trouble Code is detected, the ECM disables Cruise
Trucking Association (ATA) data link to operate the Control, PTO operation. If Road Speed Limiting is
speedometer in the instrument cluster. Calculated enabled, it will limit engine rpm in all gears.
vehicle speed is also used in the control strategies
For vehicles equipped with Allison MD (WTEC)
that control features such as Cruise Control, PTO
transmissions, Diagnostic Trouble Codes are not
operation and Road Speed Limiting.
sent for VSS circuit failures. Any VSS Diagnostic
WTEC MD transmissions use an internal VSS sensor Trouble Codes set with MD transmissions diagnose
to signal the WTEC ECM. The WTEC ECM buffers the the communication circuit between the Engine ECM
signal and sends a square wave signal to the Engine and the Transmission ECM. See Allison WTEC
ECM. maintenance/diagnostic manual to diagnose any MD
VSS sensor problems.

When the ECM determines that the vehicle is
operating at 0 MPH, the ECM performs diagnostic
EGES175-1
Table 127 Vehicle Speed Sensor Connector Checks

Key ON Engine Off - Voltage Checks at VSS Connector (Check voltage with VSS sensor
connector disconnected, ignition key ON, and engine OFF.)
+Test
Spec. Comments
Points-
B to gnd 2 to 3V ECM pull up voltage when sensor disconnected, if no voltage is present check
A to gnd 2 to 3V for an open or short to ground.
VSS Sensor Continuity Checks (Check continuity with VSS sensor disconnected and
measure resistance through the sensor.)
+Test
Spec. Comments
Points-
B to gnd >100 Ω If less than 100 Ω, check for short to ground.
A to gnd >100 Ω If less than 100 Ω, check for short to ground.
B to A 600 - 800 Ω Manual transmission.
1200-1450
B to A AT/MT, Automatic transmission (mechanical)
Ω
See WTEC
B to A MD, Automatic transmission (electronically controlled)
manual
Harness Resistance Checks (Check resistance with VSS sensor disconnected, battery
disconnected, and breakout box installed.)
+Test
Spec. Comments
Points-
40 to B <5 Ω If greater than 5 Ω, check for open circuit.
39 to A <5 Ω If greater than 5 Ω, check for open circuit.
EGES175-1
Table 127 Vehicle Speed Sensor Connector Checks (cont.)

Operational Check (Check operation with VSS sensor connected and breakout box installed.)
Place rear axles on jack stands with front wheels blocked. Measure with
transmission in high gear, engine at low idle.
+Test
Spec. Comments
Points-
40 to 39 >2V AC If less than 2V AC, check sensor adjustment or replace defective sensor.
141 = ECM detected low "test" voltage across VSS circuit for > than 0.5 seconds. Possible open or short
to ground.
142 = ECM detected high "test" voltage across VSS circuit for > than 0.5 seconds. Possible internal sensor
short or short to power.
215 = ECM detected a VSS frequency signal > 4365 Hz.
NOTE: Before installation, make sure the sensor tip

is free of metal chips. To adjust sensor clearance,
turn sensor in clockwise until contact is made on a
tailshaft gear tooth. Back out one full turn and tighten
the locknut.
EGES175-1
Extended Description VSS Out of Range High

The Vehicle Speed Sensor (VSS) on the transmission Diagnostic Trouble Code 142 is set when the ECM
sends an AC signal to the ECM. The VSS sensor detects an out of range high condition in the VSS
contains a permanent magnet that creates a magnetic circuit. Code 142 is a continuous monitor code
field. The AC signal is created when the 16-tooth and can be set any time the vehicle is operating.
transmission speedometer gear rotates breaking Diagnostic Trouble Code 142 may be active or
the magnetic field created by the sensor. The ECM inactive. When Diagnostic Trouble Code 142 is set
processes the AC signal and transmits vehicle speed the WARN ENGINE lamp will not be illuminated.
data on the ATA Data link and utilizes it for various
Possible Causes: Wiring short to power (VREF or
engine and vehicle control strategies.
battery), internal short in VSS sensor.
On a manual transmission, the VSS sensor is
mounted at the rear of the transmission. With an
Allison AT/MT transmission, the VSS sensor is Before Troubleshooting
installed in the lower right side of the transmission.
1. Before troubleshooting, make sure batteries
are fully charged. Check battery connections
and grounds for clean, tight connections free
ECM Diagnostics
of damage. Voltage tests will give misleading
Diagnostic Trouble Code 141 results if the batteries are not fully charged.
ATA Code PID 84 FMI 4 2. Before troubleshooting, inspect circuit connectors
Vehicle Speed Signal Out of Range Low
bent) terminals, or wires with cut strands, etc.
VSS Out of Range Low Wires and connections must be free of damage
or corrosion. Remove light white residue from
Diagnostic Trouble Code 141 is set when the ECM
corroded connectors.
detects an out of range low condition in the VSS
circuit. Diagnostic Trouble Code 141 is a continuous 3. Before troubleshooting, inspect suspect circuit
monitor code and can be set any time the vehicle grounds for clean, tight connections free of
is operating. Diagnostic Trouble Code 141 may be damage.
displayed as an active or inactive diagnostic trouble
code. When Diagnostic Trouble Code 141 is set the
WARN ENGINE lamp will not be illuminated. Troubleshooting
Possible Causes: Open sensor wiring, open sensor, For troubleshooting see the following Circuit Diagram
short to ground in wiring or sensor. for Speedometer, Tachometer System, Hi-Beam,
Right and Left Turn Signal, Indicator Lights, and
Engine Water Temperature Gauge .
EGES175-1
Figure 258 Circuit Diagram for Speedometer, Tachometer, Hi-Beam, Right and Left Turn Signal
Indicator Lights, and Engine Water Temperature Gauge
EGES175-1
NOTES
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4 SUPPLEMENTAL DIAGNOSTIC ANALYSIS 519
Table of Contents
DIAGNOSTIC ANALYSIS PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .521

Oil Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .521
Fuel Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .521
High Coolant Temperature or Coolant Loss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .522
Excessive Exhaust Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .522
Fuel Dilution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .523
Coolant in Lubricating Oil or Lubricating Oil in Coolant. . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .523
Excessive Crankcase Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .523
Lube Oil in Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .524
DIAGNOSING SCUFFED INJECTORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .525

Key-On Engine-Running Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .525
Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .526
Test Procedure - Using the EST and Master Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .526
Snapshot Recording and Replay of Cylinder Contribution Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .532
Replay Of Cylinder Contribution Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .536
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520 4 SUPPLEMENTAL DIAGNOSTIC ANALYSIS
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DIAGNOSTIC ANALYSIS • Turbocharger compressor or turbine leak.

PROCEDURES • Defective injector O-ring allowing oil to mix with
Oil Consumption fuel. See ICP leakage test in Section 2, Hard Start
/ No Start Diagnostics.
When investigating oil consumption:
• Defective injector
1. Inspect for external oil leaks and correct as
necessary.
Fuel Consumption
2. Check for air cleaner restriction, air induction
system leaks, excessive crankcase pressure, When excessive fuel consumption is suspected:
and faulty air compressor
• Compare the actual rate of fuel consumption in
NOTE: Change the air filter element and inspect the miles per gallon or (liters per kilometers) with
turbocharger for damage if lube oil is drawn into the normal fuel usage. Fuel consumption is a factor
engine. of load and operating conditions. The greater the
load or higher engine rpm, the greater the fuel
3. Verify the problem
consumption.
If the above conditions are not the cause of oil
When excessive fuel consumption is confirmed:
consumption, continue analysis.
• Check the fuel system for leaks:
• Incorrect oil level (overfull)
• Check for internal fuel leakage to the
• Incorrect API specification
lubricating oil. Take an oil sample and have it
• Change the oil (use the recommended API analyzed for fuel in the oil.
Specification and viscosity for current ambient
• Pressurize the fuel system to 30-40 psi
temperature).
(207-275 kPa) to isolate any leakage.
• Determine initial oil consumption rate and trend at:
• Do a Cylinder Contribution Test (Engine
1000 miles/50 hours and 5000 miles/250 hours.
Running Injector Test) to find injectors
• Record the amount of make up oil added during contributing to excessive fuel consumption.
the test period. See Performance Diagnostics Test (CHECK
NO 24) on the Hard Start / No Start &
Excessive oil consumption can be caused by:
Performance Engine Diagnostics form
• Abnormally heavy loads pulled by the vehicle EGED-180-2.
(above the specified GVW).
• Check for correct engine component and
• Incorrect operation (i.e. allowing the engine to performance specifications by conducting
lug in the incorrect gear range) resulting in oil all Performance Diagnostic Tests on form
consumption. EGED-180–2, Hard Start / No Start &
Performance Engine Diagnostics.
• Faulty air compressor (if compressor piston rings
are worn, oil can be forced into the air system). Excessive fuel consumption can be caused by:
• Worn engine valve guides or valve stem seals • Fuel leak in lube oil or cooling system
(clean and inspect).
• Excessive engine speed or lugging of the engine.
• Worn rings or bores from normal wear or dirt
• Excessive idle time
passing through the air filter element (perform
crankcase pressure test). • Mismatch of engine components
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High Coolant Temperature or Coolant Loss • Hoses - Correct type and securely clamped.
To verify high coolant temperature or coolant loss: • Radiator - Clean and unobstructed by bent fins,
pinched tubes, etc.
• Determine operating conditions when overheating
occurs. • Radiator correct. Check specifications. Check
repair history. Check for evidence of stop leak.
• Check fault codes for overheating or event log
information. Use the Electronic Service Tool • Fan - Correct specifications. Fit in shroud.
(EST). installation.
• Check the following: • Fan clutch operation - Verify Manufacturer’s
recommendations
• Filler cap (pressure cap) on deaeration tank
• Correct settings for shutter control operation (if
• External leaks (pressurize system)
equipped).
• Coolant solution (glycol contamination)
Inspect engine for:
• Coolant solution (glycol excess
• Water pump condition. Bearing seal and weep
concentration)
holes for leakage.
• Serpentine belt and tensioner
• Thermostat and seal - Correct specifications and
• Dash gauge and sender accuracy / calibration operation.
• Thermostat operation (stuck or near closed) • Oil cooler - Correct oil and coolant flow.
• Radiator cleanliness (inside and out) • Correct engine power.
• Shutter operation (if equipped) • Coolant aeration from cylinder head gasket,
a cracked/porous cylinder head, or a cracked
• Air flow blockage (winter front etc.)
injector cup.
• Fan operation
• Collapsed hose
Excessive Exhaust Smoke
Verify Operation:
Evaluating Normal Exhaust Smoke
• Accessory Equipment - Is the equipment
Blue-white smoke can be observed:
approved and installed correctly?
• at engine start up under all ambient temperatures
Engine Maintenance:
and engine operating temperatures.
• Clean. No oil leaks. No external coolant leaks.
• after the engine warm up period, after idling ten
• Condition of serpentine belt and tensioner. minutes or more.
Inspect cooling system for: • at low idle speeds after cold engine start up.
The smoke will clear when normal operating
• Clean coolant having the correct conditioning
temperature is achieved.
inhibitor and concentration of ethylene glycol
(green) or propylene (red), if used for the season.
• Deaeration tank (pressure) cap. Use Pressure
Test Kit Model D200 (ZTSE2239) or Gauge Bar
(PS94-831-3). Check restriction at water pump
inlet. Restriction should not exceed 3 in Hg (10
kPa) without pressure cap, with thermostat open,
and engine at high idle.
EGES175-1
Darker smoke can be observed: Use oil cooler test plate (ZTSE4376). See engine
service manual. Possible locations of leakage
• when pulling hard, on a steep grade.
include:
• when pulling a trailer or operating with a maximum
• Lube oil cooler bundle (cracked / loose tubes or
payload.
cut O-rings).
• during acceleration.
• Cylinder sleeve cavitation.
Excessive smoke can be seen during three driving
• Blown air compressor head gasket.
operations:
• Cracked or porous cylinder head (top deck,
• Acceleration
injector sleeve, or defective head gasket).
• Full load
• Porous or cracked crankcase (in main bearing
• Coasting (slowing down) crankcase webbing).
Incorrect vehicle operation will cause excessive Pressure Leakage Test for Engine Crankcase
exhaust smoke. For example, excessive exhaust
If oil cooler is okay, perform pressure test.
smoke will occur if the driver does not keep engine
rpm within the specified range for the transmission • Drain all lube oil and coolant from engine and
and rear axle ratio. radiator.
Critical diagnosis: • Disconnect the radiator from the engine and cap
off all engine connections (with plugs and hose
• Check restriction in the air induction system and
clamps).
air cleaner.
• Disconnect cab heater connections at the engine
• Inspect the turbocharger for lube oil leakage in the
and cap engine openings.
compressor housing.
• Disconnect air compressor coolant supply /
• Inspect the cooling system. Low operating
discharge lines, then cap lines at engine.
temperature can cause blue smoke.
• Disconnect oil supply line from air compressor
• Check oil consumption. Excessive lube oil
and cap.
consumption can cause blue smoke.
• Remove the intake manifold / valve cover, lube oil
• Check exhaust smoke. Constant gray smoke can
pan, and drain plug from the lube oil cooler.
be caused by the air induction system.
• Fill the engine with water and attach an air line
• Check for black smoke. Determine the cause, by
connection coupled with a regulator assembly to
doing all tests on form EGED-180-2, Hard Start /
the water drain in the cylinder block.
No Start & Performance Engine Diagnostics.
• Pressurize the crankcase cooling system to 30
psi (207 kPa). Maintain pressure to find leakage
Fuel Dilution
(overnight, if necessary) to locate porous castings
• Fuel dilution can be caused by an internal leak in or tiny cracks.
the transfer pump, damaged or eroded injector
• All points of leakage must be found before tear
O-rings, or a leaking injector causing cylinder
down and repair.
wash down.
NOTE: No external or internal leakage is allowable.
• If fuel dilution is suspected, take an oil sample to
After leaks are found and repaired, clean the
an independent lab for testing.
contaminated engine.
Excessive Crankcase Pressure
Coolant in Lubricating Oil or Lubricating Oil in
Coolant Excessive crankcase pressure can be caused by :
Oil Cooler Pressure Check • Worn piston rings due to dirt.
EGES175-1
• Broken piston rings due to wear. • Internal leakage of HEUI injector

• Stuck piston rings due to incorrect specification • High pressure fuel / oil manifold gasket
lube oil.
• Cracked or porous fuel / oil manifold
• Blown air compressor head gasket or worn air
• Cracked or porous cylinder head
compressor rings.
If lube oil is suspected in the fuel, drain some fuel from
• Turbocharger seal failure.
the filter. If the fuel appears darker than it should be,
• Excessive valve guide wear. get fuel sample from a supplier to compare with the
fuel taken and check for contamination.
If a supplier sample is not available, remove the fuel
Lube Oil in Fuel
filter, and use a filter cutter to cut open the housing.
Possible causes for detecting lube oil in the fuel would If the filter element is black, oil may have entered the
include: fuel system, most likely past an injector O-ring or a
missing O-ring.
• Leaking injector O-rings
EGES175-1
DIAGNOSING SCUFFED
INJECTORS
Key-On Engine-Running Injector Test
The injector Scuff test is designed to detect problems
with injection and combustion events. Performing a
cylinder contribution test will analyze the individual
contribution of each of the power cylinders. Its
primary function is to detect a bad injector, although
it will also detect problems that could affect the overall
performance of the power cylinders (i.e.: valves, push
rods, pistons, rings, etc.). Further diagnostic testing
may be necessary to resolve mechanical issues.
During this test the ECM will control fuel delivery and
determine each cylinder’s power contribution. If a
cylinder is not performing satisfactorily, a Diagnostic
Trouble Code may be set.
Figure 259 Good Cylinder Contribution Test Recording
EGES175-1
Some of the key areas to examine on the graphical using the EST and Master Diagnostics. Using Master
display of the cylinder contribution test are: Diagnostics KOER_CCT_I6.SSN:
1. When the test begins, the engine speed increases • Visualize - use the on-line graphs to compare
in increments up to 850 rpm. one cylinder trace to another. Even the slightest
scuffed injectors can display a significant change
2. The ECM increases fuel delivery to cylinder
in pattern from a good injector.
No.1 (over-fuels) which causes engine speed to
increase. • Listen - watch the real-time graph and carefully
listen to the sound characteristics of the engine.
3. Fuel is reduced to remaining cylinders to maintain
850 rpm • Verify - if a DTC is set, verify that there is a
significant change for that cylinder.
4. The ECM decreases fuel delivery to cylinder
No.1 (under-fuels) which causes engine speed to
decrease.
Test Procedure - Using the EST and Master
5. Fuel is increased to the remaining cylinders to Diagnostics
maintain 850 rpm
NOTE: All of the following screen views are based
6. At this point 2 key observations are noted: off of MD32 Version 2.3 default settings unless
otherwise stated. You may have variations of views if
• The ECM compares fuel delivery of the
you are using a different version of MD. If you have
remaining 5 cylinders during over-fuel
customized settings you may have a different view.
condition
• The ECM compares fuel delivery of remaining
WARNING: To avoid personal injury, put the
5 cylinders during under-fuel condition
transmission in neutral, set the parking brake, and
If the difference is not what the ECM expects, block the drive wheels before starting the engine.
a DTC may be set for an under-contributing
1. Start the engine and bring it up to its normal
cylinder. The procedure will repeat for the
operating temperature above 160°F (71°C).
remaining cylinders (in numerical order) until the
test is complete.
7. The engine speed returns to low idle and the test
is complete.
NOTE: During the cylinder contribution test, the fuel
rate graph represents fuel delivery to the remaining 5
cylinders.
The cylinder contribution test begins with cylinder
No.1 (front cylinder) and is performed sequentially.
The rpm fluctuation on engines with more than one
severely scuffed injector can be enough to stop the
cylinder contribution test.
2. Start Master Diagnostics. Select the single box

Troubleshooting ECM application (MD32 DLC) (Figure 260).
A scuffed injector can be very difficult to diagnose. Selecting the wrong application will give you
The best way to troubleshoot a scuffed injector is by erroneous readings.
3. Connect the EST with the International® truck
interface cable to the 6 pin ATA connector located
near the left side kick panel. For 9 pin ATA
connectors, use the pigtail connector (6 pin to 9
pin) adapter tool ZTSE4467.
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4. Select the Session drop-down menu bar and

select Open to begin a session (Figure 261).
5. Select the file KOER_CCT_I6.SSN (Key-On automatically selects the correct COM port. Refer to
Engine Running Cylinder Contribution Test) from the Master Diagnostics Software User’s Manual for
the Open Session File dialog window. The file additional information.
name should now appear in the File Name box
6. Verify that the engine coolant temperature (ECT)
(Figure 262). Select Open.
is greater than 160°F (71°C).
When selecting a factory default session from
International® Engine, Master Diagnostics
EGES175-1
7. It is essential to run the Key-On Engine-Running reappears, refer to the Diagnostic Tests section in the
Standard Test in order to gain access to cylinder MD Software Users Manual.
contribution testing. Select the Diagnostics
NOTE: The status bar will display the message
drop-down menu bar, then select the Key-On
DIAGNOSTICS RUNNING at the bottom of the
Engine-Running Standard Test (Figure 263).
screen.
If a diagnostic message appears, take note of the
message, select OK and try again. If the message
EGES175-1
8. When the standard test is complete, select the 9. While the test is running, the following parameters
Diagnostics drop-down menu and select the are observed in the graphical view:
Key-On Engine-Running Injector Test (Figure
• Engine Speed (RPM) (500–1000 rpm)
264).
• Engine Load (EL) (0–127.5%)
If a diagnostic message appears, take note of the
message, select OK and try again. If the message • Fuel Rate (FR) (0–4 gal/hr)
reappears, refer to the Diagnostic Tests section in
the MD Software Users Manual.
NOTE: The status bar will display the message
DIAGNOSTICS RUNNING at the bottom of the
screen.
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Figure 265 Typical Graphical View – Good Cylinder Contribution
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10. The following graphic is an example of how a low

fuel delivery injector looks during the test. (Figure
266)
Figure 266 Interpreting Graphical Data – Poor Cylinder Contribution
When the over-fuel condition is compared to the NOTE: Figure represents a graphical replay
under-fuel condition a significant difference is (SnapShot recording).
observed. This indicates that a particular cylinder is
a strong contributor, or that the injector and power The graphical replay provided for interpretation was
cylinder are functioning properly providing optimum not severe enough to generate a Diagnostic Trouble
output. CYL No.1, 2, and 3 show evidence of well Code.
defined graphic traces, while CYL No. 4, 5, and 6 are
Strong Contributor Indicators – Cylinders 1-3
viewed with suspicion. A weak contributing cylinder
could be the result of a poorly functioning injector or Key Observations:
a mechanical problem.
• To maintain constant engine speed the ECM
makes greater changes to the fuel rate than seen
in weaker cylinders (cylinders 4–6).
• There is a greater impact on Engine Load (EL).
EGES175-1
Weak Contributor Indicators– Cylinders 4-6 • After cleaning the fuel system, install and run
existing injectors to purge the fuel system of
Key Observations:
any remaining contamination. Installation of new
• To maintain constant engine speed the ECM injector(s) can then be made.
makes smaller changes to the fuel rate than seen
• It is recommended to replace all injectors that
in stronger cylinders (cylinders 1–3).
show signs of rust or corrosion.
• There is a minimal impact on Engine Load (EL).
NOTE: This may not be a warrantable failure.
The previously described procedure allows the
Snapshot Recording and Replay of Cylinder
technician to troubleshoot and repair the engine by
Contribution Test
replacing only the scuffed or defective injector(s). In
the previous example the suspect injector(s) No.6, The snapshot feature is an option that can be used to
No.5, No.4, (weak contributors) should be replaced. document the engine condition.
If this fails to improve performance or significantly
improve the graphical display, further mechanical
diagnostic testing is necessary.
CAUTION: To prevent engine damage, do not start
the engine without priming the fuel system. Failure
to do so will overload the injector tips. Priming the
fuel system will be necessary. It has been found that
“dry starts” after engine/fuel system maintenance
contributes to injector tip failures. After engine
service, when the fuel injection system is dry, cranking
the engine to start without first priming the fuel system
can result in an overload condition in injector tips.
This overload occurs because there isn’t any fuel
present to cushion the needle valve as it lifts and
seats. To avoid this condition, follow the procedure
below after performing any maintenance that may
allow air to enter the fuel system.
A. Disconnect the CMP (Camshaft Position
Sensor).
B. Use the hand primer to fill the majority of
the fuel system. Pump until hand primer
is hard to depress.
C. Crank the engine three times for 15
seconds each. Reapply the hand primer
after each crank cycle.
D. Once the hand primer is hard to depress
(usually three crank and hand prime
cycles), reconnect the CMP and start
the engine.
In cases where rust or corrosion is present in the
injectors, some additional precautions are required.
• Clean the entire fuel system of any water or other
foreign contamination, including fuel tanks, fuel
filter housings, strainers and fuel supply manifold.
EGES175-1
NOTE: Do not arm the trigger when performing the open and the Key-On Engine-Running Standard
Key-On-Engine-Running Standard Test. Test has been performed.
1. Select the Diagnostic drop-down menu and then • Select the SnapShot drop-down menu and
select Key-On Engine-Running Standard Test select Arm Trigger (Figure 268).
(Figure 267). After the KOER_CCT_I6.SSN file is
EGES175-1
2. Verify that Trigger Armed is active in the status 3. Select the Diagnostic drop-down menu and
bar (Figure 269). select the Key-On Engine-Running Injector
Test (Figure 270).
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4. Verify that Trigger Armed changes to Recording 5. When the test is complete the Diagnostic
as soon as engine rpm is increased. (Figure Running disappears. To stop SnapShot
271). You will also see Diagnostic Running in recording select Stop from the setup menu
the status bar. (Figure 272). When recording is complete the
Record disappears.
EGES175-1
Replay Of Cylinder Contribution Test

The following procedure provides step by step
instructions to replay a recorded session.
1. To review a SnapShot recording file, select
Graphical Replay from the toolbar (Figure 273).
EGES175-1
2. Select file koer_cct_I6.rec from the pop-up

window (Figure 274).
NOTE: If you saved multiple recording files, select the
designated file.
Figure 274 Opening SnapShot Recording
3. Select Engine Speed and Fuel Rate from the

pop-up menu to modify default attributes. To
display, select Attributes (Figure 275).
EGES175-1
Figure 275 Selecting Parameters
Figure 277 Modified Fuel Rate Attributes

4. Modify Engine Speed Attributes. Enter 500 for
minimum value and 1000 for maximum value.
Select OK (Figure 276). 6. To display the SnapShot recording file, select
Display All then select OK. The recorded session
will open (Figure 278).
Figure 276 Modified Engine Speed Attributes
5. Modify Fuel Rate Attributes. Enter 4 for

maximum value (Figure 277). Select OK.
EGES175-1
5 DIAGNOSTIC TOOLS 539
Table of Contents
TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
BEYERS MODEL 200 PRESSURE TEST KIT (ZTSE2239). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
Operating Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
GAUGE BAR TOOL (PS94-831-3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541
Operating Instructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
CRANKCASE PRESSURE RESTRICTION TOOL (ZTSE4039) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
DWYER SLACK TUBE MANOMETER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
Filling the Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .542
Installing and Reading the Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543
Cleaning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543
TERMINAL TEST ADAPTER KIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .543
INJECTOR TEST HARNESS (ZTSE4401). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .544
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .544
3-WIRE PRESSURE SENSOR BREAKOUT TEE (ZTSE4347). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .544
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .544
2-WIRE TEMPERATURE SENSOR BREAKOUT TEE (ZTSE4483). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
IPR VAlVE BREAKOUT TEE (ZTSE4484). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
APS / IVS SENSOR BREAKOUT TEE (ZTSE4485). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
CMP SENSOR BREAKOUT TEE (ZTSE4486). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .545
ICP ADAPTER / PLUG KIT (ZTSE4359). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546
FLUKE 88™ DIGITAL MULTIMETER (ZTSE4357). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .546
BREAKOUT BOX (ZTSE4445). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .547
Breakout Box Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .547
MASTER DIAGNOSTICS (MD 32). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .547

STARTING MASTER DIAGNOSTICS FROM THE WINDOWS DESKTOP. . . . . . . . . . . . . . . . . . . . . . . . . . . .547
Basics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .547
OPENING A COM PORT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .549
Basics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .549
TEXT WINDOW and ADDING PARAMETER IDENTIFIERS (PID). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .550
Data in Text Format. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .550
GRAPHIC WINDOW and ADDING PARAMETER IDENTIFIERS (PID). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .552
Data in Graphical Format. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .552
OPENING A SESSION FILE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .552
EGES175-1
540 5 DIAGNOSTIC TOOLS
Basics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .552
DISPLAYING SENSOR VOLTAGES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .553
DIAGNOSTIC TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .554
Initiating Diagnostic Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .554
CHECK AND CLEAR DIAGNOSTIC TROUBLE CODES (DTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .554
VIEW ACCUMULATORS (VEHICLE INFORMATION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .556
PROGRAMMABLE PARAMETERS, CHANGE / VIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .556
SNAPSHOT- RECORD and REPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .558
Recording a Snapshot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .558
Replaying a Snapshot via Graphical Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .558
Replaying a Snapshot via Text Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .559
EST HELP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .560
DIGITAL MULTIMETER USE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .563

Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .563
Ohm’s Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .563
Using the Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .564
AMMETER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .565
OHMMETER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .566
Measuring Resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .567
Checking for Open Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .567
Checking for Short Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .567
TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
Verify the Problem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
Read Electrical Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
Check the Circuit Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
Check the Cause of the Problem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
Make the Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
Verify that the Repair is Complete. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
Electrical Test Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .568
ELECTRONIC CIRCUIT TESTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .569
Jumper Wires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .569
EGES175-1
TOOLS The 0-300 psi gauge is not normally used for engine
diagnostic checks on International® engines.
BEYERS MODEL 200 PRESSURE TEST KIT
(ZTSE2239)
Description Operating Instructions
Connect tubes between the test ports on the panel
and the test points shown on the (rear side) Of Hard
Start / No Start and Performance Diagnostic form
EGED-180–2.
GAUGE BAR TOOL (PS94-831-3)

Description
Figure 279 Pressure Test Kit Model D-200

(ZTSE2239)
The pressure test kit can be used to measure intake

manifold (boost) pressure, fuel pressure, air cleaner
intake restriction, fuel restriction, exhaust restriction, Figure 280 Gauge Bar Tool (PS94-831-3)
and crankcase pressure. The pressure test kit can be
used to test the accuracy of the gauges within the kit.
The Gauge Bar Tool can be used to measure intake
The 0-30 psi gauge can be used to measure intake
manifold (Boost) pressure, fuel pressure, air cleaner
manifold (boost) pressure.
intake restriction, fuel restriction, exhaust, and
The 0-30 in Hg vacuum gauge (0-14.7 psi) is used to crankcase pressure.
measure inlet restriction in the fuel system .
Gauge (1), 0-30 psi gauge can be used to measure
The 0-60 in of H2O (magnehelic) gauge (0-2.16 psi) intake manifold (boost) pressure.
can be used to measure air cleaner restriction or
Gauge (2) (compound) (0-30 in Hg vacuum) and
crankcase pressure.
(0-30 psi) can be used to measure fuel system inlet
CAUTION: The quick disconnects have shut off restriction, fuel pressure, or intake manifold (boost)
valves in the panel connectors, not in the plug. DO pressure.
NOT connect or disconnect lines that are under
The 0-60 in H2O (magnehelic) gauge (0-2.16 psi)
pressure.
can be used to measure air cleaner restriction or
NOTE: When using the magnehelic gauge, be sure to crankcase pressure.
plug the test line into the correct (pressure or vacuum)
NOTE: When using the magnehelic gauge, be sure to
port. Use the pressure port to read exhaust back
plug the test line into the proper vacuum port (3) or
pressure and crankcase pressure. Use vacuum port
pressure port (4).
to read air cleaner restriction. For both readings, the
opposite connector must be vented to the atmosphere Gauge (5), 0-100 psi gauge can be used to check fuel
by installing a quick connect plug in the port. pressure.
The 0-160 psi gauge can be used to check fuel Gauge (6), 0-30 psi gauge with a built in regulator can
pressure. be used to check waste gate actuator movement.
EGES175-1
Operating Instructions DWYER SLACK TUBE MANOMETER

Connect test lines between the gauge ports on the Description
Gauge Bar and the test points shown on the (rear side)
of Hard start / No Start and Performance Diagnostic
form EGED-180–2.
CRANKCASE PRESSURE RESTRICTION TOOL

(ZTSE4039)
Description
Figure 281 Crankcase Breather Tool (ZTSE4039)
Crankcase Breather Tool (ZTSE4039) with a 0.406 in.

restriction orifice.
The restriction tool measures combustion gas flow
from the engine breather and can be used with
Figure 282 Slack Tube Manometer, Dwyer No.
Pressure Test Kit Model D 200 or Gauge Bar
1211-48
(PS94-831-3).
• Pressure Kit Model D 200
The manometer is a U shaped tube with a scale
• Gauge Bar (PS94-831-3)
mounted between the legs of the U. When portability
NOTE: Pressure readings obtained with this orifice of the Model 200 Pressure Test Kit is not required,
restriction must be used as the main source of engine this manometer can be used to measure either low
condition. Oil consumption trend data must also be pressure or vacuum (intake restriction, crankcase
used if the pressure readings are beyond the specified pressure or exhaust back pressure) and must be filled
limits. Neither changes in oil consumption trends nor with water.
crankcase diagnostic pressure trends can establish
a specific component problem. These changes only
indicate that some problem exists. Filling the Manometer
Operation Fill the manometer with only good drinking water
without additives, except for some colored water
See Crankcase Pressure Test.
vegetable dye that enables the tester to read the
scale easier. With both legs of the manometer open
to the atmosphere, fill the tube until the top of the fluid
EGES175-1
column is near the zero mark on the scale. Shake the TERMINAL TEST ADAPTER KIT
tube to eliminate any air bubbles.
Description
NOTE: Do not use antifreeze solutions, soda pop,
tonic, etc. to fill manometer. Increased density will
cause false readings.
Installing and Reading the Manometer
1. Support the manometer vertically. Be sure the
fluid level line is in line with the zero indicator on
the graduated scale.
2. Connect one leg of the manometer to the pressure
source or vacuum. The Leave the other leg open
to atmospheric pressure.
3. After starting the engine, allow the engine to reach
normal operating temperature and set the engine
to High Idle. After approximately 10 seconds
check the manometer.
4. Record the average position of the fluid level when
it is above and below the zero indicator. Add the
two figures. The sum equals the total column
of fluid and represents the crankcase pressure in
inches of water.
5. Compare manometer reading with engine
specifications.
NOTE: At times both columns of the manometer
will not travel the same distance. This is of no
concern to the tester as long as the leg not connected
to the pressure or vacuum source is open to the Figure 283 Terminal Test Adapter Kit (ZTSE4435)
atmosphere.
Cleaning The terminal test adapter kit is used to access
1. Wash the tube thoroughly using a little pure soap individual circuits in the connector harness and
and water. Avoid liquid soaps and solvents. allow use of a digital volt ohmmeter (DMM) without
damaging the harness connectors. The probes are
used to determine if the harness connector retains
correct tension on the mating terminal.
EGES175-1
INJECTOR TEST HARNESS (ZTSE4401)

Description
Figure 284 Injector Test Harness (ZTSE4401)
The injector test harness measures the continuity

of the injector wiring harness and injector solenoid
without having to remove the intake manifold / valve Figure 285 Continuity Check of Injector Number
cover. 1
The following table lists the injector number and the 1. Injector Test Harness Connection Point
corresponding color coded leads. 2. Black Lead
3. Brown Lead
Table 128
ZTSE4401
Injector 1 Black 3-WIRE PRESSURE SENSOR BREAKOUT TEE
Injector 2 Blue (ZTSE4347)
Injector 3 Red Description
Common 1–3 Brown
Injector 4 Violet
Injector 5 Green
Injector 6 Orange
Common 4–6 Yellow
Figure 286 3 – Wire Breakout Tee (ZTSE4347)
The 3-wire pressure sensor breakout tee is used to

access the VREF, signal ground and signal voltage
circuits for the EOP, MAP, and ICP sensors.
EGES175-1
2-WIRE TEMPERATURE SENSOR BREAKOUT The IPR valve breakout tee measures the ECM
TEE (ZTSE4483) voltage when the EST is not available.
Description
APS / IVS SENSOR BREAKOUT TEE (ZTSE4485)
Description
Figure 287 2-Wire Temperature Sensor Breakout

Tee
The 2-wire temperature breakout tee enables the Figure 289 APS / IVS Sensor Breakout Tee
technician to quickly connect a voltmeter and read (ZTSE4485)
voltage signals for the following sensors:
• ECT Engine Coolant Temperature The APS / IVS sensor breakout tee measures VRef,
• EOT Engine Oil Temperature APS signal, signal ground, IVS signal, and IVS power
at the APS / IVS sensor.
• IAT Intake Air Temperature
Using the breakout tee to check the above voltage
CMP SENSOR BREAKOUT TEE (ZTSE4486)
(temperature) readings is described in the Electrical
Diagnostics section of this manual. Description
IPR VAlVE BREAKOUT TEE (ZTSE4484)

Description
Figure 290 CMP Sensor Breakout Tee

(ZTSE4486)
The CMP sensor breakout tee can be used to

Figure 288 IPR Valve Breakout Tee (ZTSE4484) measure rpm when the EST is not available .
EGES175-1
ICP ADAPTER / PLUG KIT (ZTSE4359) FLUKE 88™ DIGITAL MULTIMETER (ZTSE4357)
Description Description
Figure 291 Injection Control Pressure Adapter /

Plug Kit (ZTSE4359)
1. ICP Adapter Figure 292 Fluke 88™ Digital Multimeter (DMM)
2. Plug (ZTSE4357)
The Injection Control Pressure Adapter/Plug Kit is The Fluke 88™ (DMM) is used to troubleshoot
used to test Injection Control Pressure diagnostic electrical components, sensors, injector solenoids,
for T 444E, DT 466E and International® 530 diesel relays, and wiring harnesses. The digital multimeter
engines. Diagnostic testing of the ICP system for has a high input impedance that allows testing of
the DT 466E and International® 530 diesel engines sensors while the engine is running, without loading
only requires the adapter in this kit. The T 444E the circuit being tested. This ensures the signal
engine requires both the adapter and plug to correctly voltage measurement will not be affected by the
diagnose the ICP system. See Low ICP Pressure Test voltmeter.
and ICP Leakage Test in the Mechanical Diagnostics
section of this manual.
EGES175-1
BREAKOUT BOX (ZTSE4445) MASTER DIAGNOSTICS (MD 32)

STARTING MASTER DIAGNOSTICS FROM THE
WINDOWS DESKTOP
Basics
Figure 293 Breakout Box (ZTSE4445)
The breakout box allows testing of the electronic

control system components without disturbing
connections or piercing wire insulation to access
various signal voltages in the electronic control
system.
NOTE: The breakout box is used for measurement
only, not to activate or control circuits. High current
levels passing through the breakout box will burn out
the internal circuitry.
Breakout Box Installation
What the technician is trying to measure will determine Figure 294 Electronic Service Tool (EST)
how the breakout box is installed.
Measuring harness resistance:
• Disconnect the 60 pin ECM harness connector
that has the circuit to be tested.
• Attach the ECM harness connector to the
breakout box connector.
Measuring operational signals:
• Disconnect the 60 pin ECM harness connector
that has the circuit to be tested.
• Attach the breakout box connector to the ECM
using the bolts provided. Figure 295 International® Truck Interface
• Attach the 60 pin ECM connector to the breakout
box adapter.
The International® truck interface allows the EST
Measurements can now be made. to communicate with the ECM through the ATA
connector.
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3. The Vehicle Diagnostics window will be

displayed. Depending on your vehicle, open
up Master Diagnostics for engines using a 3 box
engine controller or those that use the single box
Diamond Logic™ controller .
Figure 296 ATA 9 Pin to 6 Pin Adapter

(ZTSE4467)
Connecting the EST to the 9 pin and 6 pin adapter

(if necessary):
Figure 298 International MD (DLC) window
1. Boot up the EST loaded with Master Diagnostics
software.
2. Double click on Vehicle Diagnostics. After starting the Master Diagnostics software, the
International MD window will be displayed.
Figure 297 Vehicle Diagnostics Open Window
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The International MD window includes a menu

bar that features all the software accessed by the
drop-down menu bar .
The tool bar is for frequent actions. The tool time, post-trigger recording time, which parameters
bar provides quick and easy to access important to record, how often to sample data, etc.
features of this software. Each tool bar button12. Snapshot→ Arm: Arms the trigger for the snapshot.
described below. 13. Snapshot→ Disarm: Disarms the trigger for the
1. File→ Open: Opens an existing graphical or text snapshot.
display file, snapshot setup (*.trg), or programmable14. Snapshot→ Start: Manually starts the snapshot
parameter display file (*.ppv). Using this option recording. The F2 key has the same function.
allows the user to recall and view a previously saved15. Snapshot→ Stop: Manually stops the snapshot
configuration. Three display formats are available: recording. The F3 key has the same function.
*.ntv (a text display for International engines), *.jtv (a16. Snapshot→ Replay: Replays a snapshot recording
text display for generic J1587 ATA data link engines), file in a graphical format.
*.pgv (a graphical display). 17. Snapshot→ Replay: Replays a snapshot recording
2. File→ Save: Saves the configuration of the highlighted file in a text format.
window. 18. Vehicle→ View Information: Opens the electronic
3. File→ Save As:Saves the configuration of the engine controller module identification window.
highlighted window and prompts the user for a19. Vehicle→ Program: Opens an electronic engine
file name. controller module programming window.
4. File→ Print: Prints the highlighted window to the20. Code→ View: Opens the trouble code window.
printer or a file. Not all windows may be printed. 21. Code→ Clear: Clears the trouble codes contained in
5. File→ New: Opens a new graphical display window. the ECM.
6. File→ New: Opens a new International® text display22. Help→ Contents: Opens Master Diagnostics
window. software help.
7. File→ New: Opens a new J1587 ATA text display23. File→ Exit: Exits and terminates the Master
window. Diagnostics program.
8. Edit→ Add/Delete/Edit: Adds, deletes or edits
parameters from the highlighted window.
9. Session→ Open: Retrieves a previously setup Master OPENING A COM PORT
Diagnostics session.
Basics
10. COM→ Open: Begins the ATA communications via
the EST COM port.
11. Snapshot→ Setup: Sets up the snapshot recording
options: the trigger source, pre-trigger recording
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1. Before using the software, the settings must be A generic text view display window will appear
configured correctly. Click COM on the drop-down without parameters. The Text view window has three
menu bar and select Open. Select COM 1 or columns: PID, Value, and Units. The PID column
COM 2. This opens the ATA bus allowing a shows the PID description or acronym. The Value
communication link from the ECM to Master column shows the current data value. The Units
Diagnostics. column shows the display value units (English or
metric).
2. Turn the key ON to complete the link. Data is sent
to Master Diagnostics.
TEXT WINDOW and ADDING PARAMETER

IDENTIFIERS (PID)
Data in Text Format
4. To add parameters to this window, select Edit and
1. To monitor engine parameter data in text format
then Add/Delete/Edit Parameters on the menu
create a text window.
bar.
2. Select File and then New on the menu bar to open

the Select a File Type dialog box.
5. Double click on a parameter or click on all of the

desired parameters in the Available Parameter
list box. Click the >>ADD>> button to add
selected parameters to the Selected Parameter
list box (Figure 306).
The order of displayed PIDs in the text view window
dependents on when a parameter is added to the
Selected Parameter list. For example, if you double
click Fuel Rate is double clicked first and Fueling
3. Select International Text View (.ntv) and click Pulse Widthnext, Fuel Rate will be displayed on top
OK . of Fueling Pulse Width in the text view window. Use
the vertical scroll bar to view additional parameters in
the list box for Available Parameters.
Double click a parameter from the Selected
Parameter list to remove it from the text view window
(Figure 306).
To recall the original settings, click the Defaults button
to restore the attributes to factory defaults.
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When finished adding, deleting, and modifying

attributes, click OK in the ADD/DELETE
PARAMETERS dialog box.
Send the printout to the printer or to a file.
The text window will show the selected parameters.
The configuration of these text windows can be saved.

This text view window is configured and ready to use.
The list of displayed parameters, the font size, and
Open the COM port to display data. The resulting
type information are saved. The actual parameter
window illustrates some parameter values (static data
data is not included as part of the configuration. Click
w/engine off) .
on File then Save As.
Click on Units, to display parameters be toggled
between metric or English.
The information in these text view windows can be

printed by selecting File and then Print on the menu
bar . The Save As file dialog box will appear .
Type a file name inside the File name edit box and
click Save .
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GRAPHIC WINDOW and ADDING PARAMETER The graphical window shows the selected parameters
IDENTIFIERS (PID) and their acronyms. Master Diagnostics preselects
different colors for each parameter in the order they
Data in Graphical Format
are added to the window .
To monitor the engine parameter data in graphical
Use a text view window to find the full description for
format create a graphical window. This is similar to
these parameters .
creating a text view window. Select File then New on
the menu bar. Open the Select a File Type dialog
box.
OPENING A SESSION FILE
Basics
The session menu allows opening a previously
setup session. International Engine Reliability and
Engineering have setup several diagnostic sessions.
The desktop workspace has all the needed text
view windows, trouble code windows, ATA bus, etc.,
already preconfigured.
Select Parameter Graphical View (.pgv) and click

OK.
Select Session then Open from the drop-down menu

bar.
A generic graphical display window will appear without

parameters. The graphical display window shows the
time axis and the range axis .
Adding or deleting a single or series of parameters is
the same as the procedure the previous section Data
in Text Format beginning with Step 4 (page 550).
The Open Session File dialog box will appear. Click

one of the preconfigured sessions. Select Open .
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The session will automatically be brought up and 1. Open Session File (Sensor Voltages)
organized.
2. Select Diagnostic drop-down menu
Set up your own session and save it. See the Master
3. Select Continuous Monitor Test
Diagnostics (MD) Software User’s Manual for
instructions.
DISPLAYING SENSOR VOLTAGES

NOTE: The following procedure is available only with
Master Diagnostics version 2.31 or later.
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DIAGNOSTIC TESTING Selecting Code then View on the menu bar to open
the trouble code window .
Initiating Diagnostic Tests
The Diagnostic Trouble Codes window will appear.
If the electronic control module (ECM) has detected
any Diagnostic Trouble Codes, the Diagnostic Trouble
Codes are be displayed. The Diagnostic Trouble
Codes detected on the current (ignition) Key-ON
cycle are be displayed as active. DTCs detected
on previous key cycles only, are be displayed as
inactive. An up/down scroll bar automatically appears
if too many Diagnostic Trouble Codes are displayed.
Slide the scroll bar up or down to view any remaining
Diagnostic Trouble Codes.
Select Diagnostics from the menu bar. These

on-demand diagnostic tests can only be started from
the menu. Refer to the diagnostic manual as to when
to do these tests and interpret the results.
• Key-On Engine-Off Standard Test
• Key-On Engine-Off Injector Test
• Key-On Engine-Off Output State Low Test and
To learn more about a particular Diagnostic Trouble
the Key-On Engine-Off Output State High Test
Code double click on any of the parameters listed in
• Key-On Engine-Off Continuous Monitor Test the ATA Code column of the Diagnostic Trouble
Code window. This will launch Help and display
• Key-On Engine-Running Standard Test
further details.
• Key-On Engine-Running Injector Test
Select any of the available Diagnostic Trouble Codes
• Key-On Engine-Running Continuous Monitor for additional information. (Figure 322), (Figure 323),
Test (Figure 324).
Select Cancel Current Diagnostic Test to cancel any
of the above on-demand diagnostic tests (Figure 319).
The ECM determines if the requested on-demand
diagnostic test can be executed. Master Diagnostics
provides warning messages and the reason why
the ECM did not execute a test. See the Master
Diagnostic Users Manual for detailed instructions.
CHECK AND CLEAR DIAGNOSTIC TROUBLE

CODES (DTC)
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Select V-8 or I-6 for circuit diagrams and connector

checks associated with the Diagnostic Trouble Code .
To clear codes, select Code then Clear from the A generic Vehicle Programming window will appear
drop-down menu bar . .
VIEW ACCUMULATORS (VEHICLE

INFORMATION)
Select Vehicle and then View Information.
1. To add programmable parameters to this window,

select Add/Delete/Edit Parameters.
2. Double click on a parameter from the Selected
Parameters list box to remove it from the Vehicle
Programming view window. (Figure 329) .
3. Place the mouse pointer in the Vehicle
The Vehicle Information will appear . Programming window and right click to bring
up advanced features.
PROGRAMMABLE PARAMETERS, CHANGE /
VIEW
4. Click the advanced features Refresh option .

Select Vehicle then Program from the drop-down
menu bar.
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The current value information supplied by the ECM

will be displayed to the desired parameters. You must
enter a password to modify any parameters.
5. Place the mouse pointer in the Vehicle

Programming window and right click to bring up
the advanced features. Click Enter Password For those parameters that require numeric entries,
to enter a password (The password must be enter the appropriate value in the New Value box, as
between 4 and 8 alphanumeric characters.) long as the value is in the required range. Click OK
when complete.
The following screens illustrate three Edit Parameter
displays normally encountered. The screens differ
on what can be changed. After clicking OK, all
parameters, which can be toggled ON / OFF or
changed in a numerical range will display The
parameter was programmed successfully .
Some parameters can not be changed depending

on application. These are read only parameters and
provide no means for modification . Simply click OK
to acknowledge.
To verify that a parameter was changed, right click to
bring up the advanced features. Click the Refresh
The example shows a parameter value that can only option. Master Diagnostics will request all the
be turned ON or OFF. After your selection click OK. programmable parameters from the ECM.
EGES175-1
SNAPSHOT- RECORD and REPLAY

Recording a Snapshot
To open an existing snapshot setup, select File from Replaying a Snapshot via Graphical Windows
the drop-down menu, then Open. Select the (*.trg)
The replay feature will only playback recorded files
extension in the Files of type box in the Open dialog
created by Master Diagnostics software. The replay
box, then select the appropriate filet.
feature allows two display types: graphical and text.
Select Snapshot, Replay, and Graphical.
EGES175-1
Figure 336 Replaying a Snapshot via a Graphical Window
The Open Snap Shot Recording File dialog box will Replaying a Snapshot via Text Windows
appear. Click on a filename to select it, then click
Select SnapShot, Replay, and Text.
Open. The Graphical Replay window opens. To
modify this window for viewing data, see the Master
Diagnostics (MD) Software User’s Manual.
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Figure 337 Replaying a Snapshot via a Text Window
The Open Snap Shot Recording File dialog box

appears. Click on a filename to select it and then click
Open. The Text Replay window opens .
EST HELP
Master Diagnostics has extensive documentation in Select Help then Contents .
the electronic help file. This section describes the
organization and the layout of the Help file.
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The Help file is arranged as follows: Company, on Revision Information to display the software
Introduction, How to’s, Programming, Menu and revision for this release.
Toolbar, and Trouble Codes (DLC).
The How to’s topic describes usage, access, and
The Introduction includes software revisions. This examples. Double click How to’s to display more help
topic documents changes to software releases. Click functions.
EGES175-1
Trouble Codes (DLC) has service procedures and Example: Click on Diagnostic Trouble Code 131 for
technical information about the International family of more information about that particular diagnostic code
engines. Place the mouse pointer over a Diagnostic (Figure 323). Click on the I-6 hot link to open up an
Trouble Code number or the circuit index to change electrical diagram and voltage / resistance check for
from an arrow to a hand to indicate that these topics harnesses and connectors (Figure 324).
can be hot linked .
Click on Index. This displays all EST HELP topic
Example: Double click on the Diagnostic Trouble indexes. Double click on an index item to display help
Code to bring up a detailed description of possible information.
causes. This is normally displayed when double
Click the Search tab. You can search help by using
clicking the DTC in the Diagnostic Trouble Code
specific words or phrases or use advanced search to
window (Figure 321).
make conditional searches. Type in words or phrases
Click on a hot link in the circuit index to bring up a in the search box and click on List Topics. Select the
detailed description of the circuit involved with this topic then click Display to view help information.
Diagnostic Trouble Code and others. The circuit
Check the Master Diagnostic software users manual
index is also organized under topics corresponding
for additional information.
to their related Diagnostic Trouble Codes. Related
circuit diagrams can be reviewed by clicking on the
appropriate engine family hot link (V-8 or I-6 ) (Figure
322).
EGES175-1
DIGITAL MULTIMETER USE C. R = E / l

Voltage This formula states that resistance (R) =
voltage (E) applied to a circuit divided by
Voltage is electrical pressure or force that pushes
current flow (I) in the circuit. Resistance can
current through a circuit. The pressure is measured
be calculated for a specific current flow when
in Volts. The symbol V (ex., 12V) is used in circuit
a specific voltage is applied, e.g. 12V.
diagrams. The letter E (Electromotive Force) is also
used for voltage. Voltage can be compared to the
pressure necessary to push water through a metering
valve.
Low voltage to a lamp will cause the lamp to glow
dimly. This can be caused by low source voltage
(discharged battery or low alternator output) or
by high circuit resistance resulting from a poor
connection. Resistance from a poor connection or
poor ground is an additional load in the circuit. The
additional load reduces voltage available to push
current through the load device. Before making
any meter measurements, review the relationship
between voltage, current, and resistance (Ohm’s
law).
Ohm’s Law Figure 341 Ohm’s Law

Ohm’s law describes the relationship of current,
voltage, and resistance in an electrical circuit. Ohm’s
law also provides the basic formula for calculations Memorize the formula in the circle. Cover the letter
(Figure 341). with your finger for the desired formula. For example,
if you cover I, the formula is I = E / R.
Basic formula for Ohm’s law
If two values are known for a given circuit, the
• I = Current (amperes) missing one can be found by substituting the values
• E = Voltage (volts) in amperes, volts, or ohms.
• R = Resistance (ohms)
A. I = E / R
This above formula states that current flow (I)
= voltage (E) applied to a circuit divided by
total resistance of (R) in the circuit. This
shows that an increase in voltage or a
decrease in resistance increases the current
flow.
B. E = IR
(I multiplied by R)
IR gives the voltage drop (resistance) across
a particular load device in a series of load Figure 342 Simple Electrical Circuit
devices.
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In a typical circuit, battery voltage is applied to a bulb Using the Voltmeter

through a 10-amp fuse and a switch . Closing the
Use a voltmeter answer the following:
switch turns on the bulb.
• Does the circuit have voltage?
To find the current flow use formula:
• What is the voltage reading?
I=E/R
• What is the voltage drop across a load device?
Fill in the numbers for the formula.
I = 12V / 2 ohms or I = 12 divided by 2 = 6 amperes of
current flow.
The bulb in this circuit operates at 6 amps and is rated
at 6 amps. With 12 volts applied, the bulb will glow at
the rated output level (candlepower rating). However,
• if the voltage applied is low (low battery), the value
of E is lower, current flow will be less, and the bulb
will glow less brightly.
• if connections are loose or the switch is corroded,
the circuit resistance will be greater (value of R
will be larger), the current flow will be reduced,
and the bulb will glow less brightly.
Voltage drops are important as follows:
• High voltage drops indicate excessive resistance.
For example, if a blower motor runs too slowly
or a light glows too dimly, the circuit may have
excessive resistance. Voltage drop readings can
isolate problems in parts of a circuit (corroded or
loose terminals for example).
• Too low of a voltage drop indicates low resistance.
For example, if a blower motor runs too fast, the
problem could be low resistance in a resistor pack.
• Maximum allowable voltage drop under load Figure 343 Checking Power to a Load Device
is critical, especially for more than one high
resistance problem. All voltage drops in a
circuit are cumulative. Corroded terminals, loose To check for voltage to a power device, connect the
connections, damaged wires or other similar positive meter lead to input connection of the device
conditions create undesirable voltage drops that (positive side) and connect the negative meter lead
decrease the voltage available across the key to a good vehicle ground . Note that the meter is
components in the circuit. Increased resistance connected in parallel to the device.
will decrease current flow in the circuit, preventing
other components to operate at peak efficiency. A
small drop across wires (conductors), connectors,
switches, etc. is normal, because all conductors
have some resistance, but the total should be
less than 10 percent of the total voltage drop in
the circuit.
EGES175-1
Figure 344 Checking Power to a Connector Figure 345 Checking Voltage Drop
Voltage to a device can also be measured by To check the voltage drop across a load device,
disconnecting the harness connector and using connect the positive lead of the voltmeter to the
the correct tool in the Terminal Test Adapter Kit (ZTSE positive side of the device and the negative meter
4435). lead to the negative side of the device.
With the device operating, this will measure the
voltage drop across the device. With only one device,
all of the voltage should be dropped at the device. In
any circuit, the voltage applied will equal the voltage
dropped in the circuit. If this circuit only dropped 9V
across the load, it indicates the wires and connections
dropped 3V, indicating excessive circuit resistance.
AMMETER
An ammeter measures current flow (amperage) in a
circuit. Amperes are units of electron flow that indicate
how many electrons are passing through the circuit.
Ohm’s Law shows that current flow is equal to the
circuit voltage divided by total circuit resistance. Since
amps (I) is the current in the circuit, increasing voltage
also increases the current level (amps). Also, any
decrease in resistance (ohms) will increase current
flow (amps).
EGES175-1
At normal operating voltage, most circuits have a approximately many amps are in the circuit to correctly
characteristic amount of current flow, known as connect the meter. The DMM is fused to measure up
current draw. Current draw can be measured with an to 10 amps using the 10A connection point.
ammeter. Referring to a specified current draw rating
The estimate of current flow can easily be
for a component (electrical device), measuring the
calculated.(Figure 346) Resistance of the light bulb
current flow in the circuit, and comparing the two (the
is 2 ohms. Applying Ohm’s law, current flow will be
rating versus the actual measurement) can provide
6 amps (6A = 12V / 2 ohms). If the fuse is removed
valuable diagnostic information.
and an ammeter is installed with the switch closed,
6 amperes of current will be measured flowing in the
circuit. Notice that the ammeter is installed in series
so that all the current in the circuit flows through it.
WARNING: To avoid personal injury, always

make sure the power is off before cutting,
soldering or removing circuit components prior
to inserting the DMM for current measurements.
Even small amounts of current can be dangerous.
Excessive current draw means that more current
is flowing in a circuit than the fuse and circuit were
designed for. Excessive current draw will open fuses
and circuit breakers. Excessive current draw can
also quickly discharge batteries. An ammeter can
diagnose these conditions.
Reduced current draw will cause a device (electric
window motor for example) to operate poorly.
Increased circuit resistance causes lower current
flow (often loose or corroded connections).
OHMMETER
The ohmmeter measures resistance (ohms) in a
circuit. Like the ammeter and voltmeter, analog and
digital meters available. The Fluke 88™ (DMM) is
recommended. See Electronic Circuit Testing in this
section.
CAUTION: The ohmmeter can only be used on
circuits when the power is Off (power from 12-volt
systems may damage the meter). The ohmmeter has
a low voltage power supply.
Ohmmeters use a small battery to supply voltage and
Figure 346 Installing the Ammeter current flow through the circuit being tested. Based on
Ohms Law, the Ohmmeter calculates resistance in the
circuit by measuring voltage of the meter battery and
An ammeter is connected in series with the load, the amount of current flow in the circuit. With the Fluke
switches, resistors, etc. so that all of the current 88™ (DMM), range selection and meter adjustment
flows through the meter. The ammeter measures are not necessary.
current flow only when the circuit is powered and
operating. Before measuring current flow, determine
EGES175-1
Measuring Resistance Place ohmmeter leads across the component or circuit

to display resistance in ohms (Ω) . When checking a
Resistance measurements determine the following:
sensor or variable resistor such as fuel level gauge,
• Resistance of a load heating the element or moving the arm should move
the meter through a range of resistance that can be
• Resistance of conductors
compared to a specification.
• Value of resistors
• Operation of variable resistors Checking for Open Circuits
To measure the resistance of a component or a circuit,
remove power from the circuit.
For a correct reading, isolate the component or circuit
from other components or circuits so that meter
current (from probe to probe) only flows through the
component or selected circuit. When measuring
resistance of the load, most of the current flow
from the meter will flow through the indicator lamp
because it has less resistance. To measure the load,
remove one connector to the load. It is not always
apparent when a component must be isolated, so it
is a good practice to isolate a component or circuit by
disconnecting one circuit.
Figure 348 Open circuit check with an

Ohmmeter
Electrical circuits can be checked for opens using an

ohmmeter. Disconnected from the power supply to the
circuit and isolate circuit from other circuits. Connect
the meter to the open ends of the circuit as shown
above. A high reading (infinity) indicates an open in
the circuit. A near zero reading indicates a continuous
circuit. The circuit between the light and the ground
is disconnected. This precaution prevents reading
a circuit as complete that may be shorted to ground
ahead of the load device.
Checking for Short Circuits

Checks for short circuits are made similarly to checks
for open circuits. Isolated the circuit from the power
Figure 347 Measuring resistance source and the ground point.
EGES175-1
Check the Circuit Diagram

See the circuit diagram for possible clues to the
problem. Location of specific components in the
circuit will help identify the source of the problem.
Circuit diagrams are designed to make it easy to
identify common points in circuits. This helps to
narrow the problem to a specific area. For example,
if several circuits fail at the same time, check for a
common power source or common ground connection
(see POWER DISTRIBUTION AND GROUNDS). If
part of a circuit fails, check the connections between
the part that works and the part that does not work.
For example, if the low-beam headlights work, but
both high-beam lights and the high-beam indicator
do not work, the power and ground paths must be
good. Since the dimmer switch is the component that
switches the power to the high-beam headlights, it is
probably the cause of failure.
Figure 349 Short circuit check with Ohmmeter
Check the Cause of the Problem

Connect the ohmmeter between an isolated circuit
and a good ground point to check the circuit for a short Diagnosis charts identify many common faults that
to ground. A short to ground will be indicated by a may occur. Refer to these charts in each section.
near zero reading, while a circuit not shorted to ground Follow the procedures in the chart until the cause of
will cause a high meter reading. With the Fluke 88™ the problem is located.
(DMM), an open circuit will read OL (over limit). If a particular symptom found in the problem circuit is
not covered by a diagnosis chart, see Electrical Test
Equipment below.
TROUBLESHOOTING
Verify the Problem Make the Repair
Operate the complete system and list all symptoms as Repair the problem circuit as directed in the diagnostic
follows: charts.
• Check the accuracy and completeness of the
complaint.
Verify that the Repair is Complete
• Learn more that might give a clue to the nature
and location of the problem. Operate the system, check that the repair has
removed all symptoms, and that the repair has not
• Analyze what parts of the system are working. caused new symptoms.
Read Electrical Operation Electrical Test Equipment
Read the electrical operation for the problem circuit • Jumper Wires
and review the circuit diagram. Understanding • Test Lights
electrical operation and the circuit diagram can
narrow the cause of the problem to one component • Voltmeter
or parts the circuit. • Ohmmeter
• Ammeter
EGES175-1
All testers come in a variety of models and any working use any kind of battery powered test light. Battery
model will be adequate for simple tests; however, tests lights can damage an electronic control circuit.
accurate readings are important. Make sure the test
meter used is high quality for accurate measurements.
The Fluke 88™ (DMM) is recommended. Jumper Wires
The Fluke 88™ uses very little current. The digital
meter has a high impedance (resistance) of 10
megaohms (10 MΩ).
ELECTRONIC CIRCUIT TESTING
Figure 350 Typical Meters, Digital and Analog
Figure 351 Jumper Wires

Some devices in an electronic control system are not
capable of carrying an appreciable amount of current;
therefore, test equipment must be designed not to Jumper wires allow jumping across a suspected open
damage any part the electronic control system. Do or break in a circuit. Use a jumper wire to check for
not use analog meters (unless specified). Analog open relay contacts, wire breaks, and poor ground
meters use too much current to test an electronic connections. Jumper wires have different wire tips.
control system. Several jumper wires with different tips should be
Use only high impedance DMMs when available.
troubleshooting an electronic circuit. Do not
EGES175-1
• A circuit without any opens or breaks has

continuity (uninterrupted current flow) and needs
no further testing.
An open in the ground circuit exists when:
• Switch is closed and light does not illuminate.
• Jumping the switch does not illuminate the light.
• Jumping the light to the ground causes the light to
illuminate.
Figure 352 Troubleshooting Using Jumper

Wires
• If the circuit works correctly with the jumper wire

in place, but does not work when the jumper wire
is removed, the circuit is open.
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6 HARNESS REPAIR 571
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .573
Contact insertion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .573
Connector details. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .573
Terminal inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .573
Standard terminal replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .574
Terminal replacement for sealed weather pack and metri-pack. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .574
Splice clip installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .574
Installation of crimp and seal splice sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .575
Locking wedge connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .576
Packard connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .579
EGES175-1
572 6 HARNESS REPAIR
EGES175-1
Description
The following figures and related procedures show
and describe harness repair methods:
• Contact insertion
• Connector details
• Terminal inspection
• Standard terminal replacement
• Terminal replacement for sealed weather pack
and metri-pack
• Splice clip installation
• Installation of crimp and seal splice sleeves Figure 355 Connector Details
• Locking wedge connectors

• Packard connectors
Contact insertion
Figure 353 Contact Insertion
Figure 356 Connector Details

Connector details
Terminal inspection
Figure 357 Terminal, Solder, Crimp, and Seal

Figure 354 Connector Details Heat Applications
EGES175-1
Standard terminal replacement 1. Cut the cable behind terminal insulation.

2. Replace seal and remove insulation, being careful
not to cut any wire strands.
3. Align seal with cable insulation.
4. Position cable into new terminal.
5. Hand crimp core wings first, then crimp insulation
wings.
NOTE: Use the correct crimp tool for each terminal.
See crimp chart in the repair kit.
6. Solder all hand crimped terminals and check
electrical continuity.
7. Replace terminal in correct connector cavity.
Figure 358 Standard Terminal Replacement
Splice clip installation

1. Cut the cable behind terminal installation wings.
2. Remove the insulation, being careful not to cut
any wire strands.
3. Position cable into new terminal.
4. Hand crimp core wings first, then crimp insulation
wings.
5. Solder all hand crimped terminals and check
electrical continuity.
Terminal replacement for sealed weather pack

and metri-pack
NOTE: Locate new clip 1.5 in (40 mm) from a
connector, sleeve, or other clips.
1. Cut off old clip or bad wire section.
2. Remove insulation, being careful not to cut any
wire strands.
3. Install correct clip onto wire strands.
4. Hand crimp clip until secure.
5. Solder clip and check electrical continuity.
6. Cover the entire splice with splice tape. Extend
tape onto the insulation on both sides of the splice.
Figure 359 Terminal replacement for Sealed

Weather Pack and Metri-Pack
EGES175-1
Installation of crimp and seal splice sleeves NOTE: Locate new clip 1.5 in (40 mm) from a
connector, sleeve, or other clips.
1. Cut off old sleeve or bad wire section.
2. Remove insulation, being careful not to cut any
wire strands.
3. Install correct sleeve onto wire strands, making
sure the ends of the wire hit the stop.
4. Hand crimp sleeve. Check for tight connection.
CAUTION: Do not use a match or flame to heat sleeve
Figure 361 Installation of Crimp and Seal Splice
seal.
Sleeves
5. Check sleeve and wire cable electrical continuity.
EGES175-1
Locking wedge connectors 2. Insert a narrow blade into the connector and lift
the retaining finger away from the terminal.
Terminal Removal for ECT, EOT, IAT and
Connectors
The terminals are held in place by plastic retaining
fingers on the connector. The fingers snap into the
shoulder of the terminal and are held in place by the
locking wedge.
Figure 364 Removal of terminal from connector
3. Pull the wire and terminal out of the connector

body .
Terminal Replacement
1. Remove the insulation, being careful not to cut
any of the wire strands.
Figure 362 Removal of locking wedge
1. Using the correct tool, pry the connector lock

out of the mating end of the connector body and
remove the lock from the connector.
Figure 365 Placement of terminal onto wire
2. Position the wire into the new terminal .
Figure 363 Removal of retaining finger
EGES175-1
Figure 366 Hand crimping of terminal Figure 368 Insertion of terminal
3. Hand crimp the core wings first, then the insulation 1. Push terminal into connector body until the locking
wings . finger snaps over the terminal shoulder.
Figure 367 Crimping completed
4. Contact crimping complete.

Figure 369 Insertion of insulation
Terminal installation into connector
2. Push the insulator over the wires into the

connector body (if equipped).
EGES175-1
Figure 370 Insertion of terminal lock
3. Insert the locking wedge and push in until flush

with the face of the connector body.
Replacement of connector terminals for valve
covers
Figure 371 Removal of terminal lock
1. Use a small screwdriver to pry terminal lock from

connector body .
Figure 372 Releasing locking finger
EGES175-1
2. Insert a narrow blade into the connector and lift 2. Insert locking wedge into the connector body until
locking finger from terminal. seated in the connector
Packard connectors
Terminal removal for CMP, ICP, IPR, EOP, MAP, and
injector connectors.
The terminals are held in place by locking tabs on the
terminal. To remove the terminal, the locking tab must
be released from the wire side of the connector body
and the terminal is removed toward the mating end of
the connector body.
Figure 373 Removal of wire from rear of

connector
3. Pull wire and terminal from connector body and

through the insulator on the rear of the connector.
Terminal Installation in Connector
1. Insert terminal through the insulator and
connector body until the locking finger snaps
over the shoulder of terminal.
Figure 375 Moving insulation back
1. Pry insulator from rear of connector body .
Figure 374 Installation of Terminal Lock
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Figure 378 Releasing terminal
4. Push the blade forward until the lock tab is down.

5. Apply more pressure to force the wire terminal
from the connector body.
Figure 376 Sliding insulator back
2. Slide insulator down the wires away from

connector body .
Figure 379 Contact crimping
If the terminal is to be replaced, use the standard

Figure 377 Releasing terminal locking tab
repair procedure (instructions above). Make
certain that the wire is through the insulator and
the connector before the terminal is crimped onto
3. Insert the narrow blade tool into the rear of the
the wire
connector body on the locking tab side of the
terminal. Installation of Terminal Connector
EGES175-1
1. Align terminal wing with slot in connector body. 2. Push wire insulator into place at the rear of the
Pull insulator into place at the rear of connector connector body .
body until the locking tab snaps into the connector.
3. Make certain the connector insulator is in place
before reinstalling the connector.
Figure 380 Reinstall insulator
EGES175-1
EGES175-1
7 GLOSSARY OF TECHNICAL TERMS 583
Table of Contents
GLOSSARY OF TECHNICAL TERMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .585
PROGRAMMABLE Parameters for MASTER DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .589
EGES175-1
584 7 GLOSSARY OF TECHNICAL TERMS
EGES175-1
GLOSSARY OF TECHNICAL TERMS monitored to assure that the readings are within set
limits.
Actuator- A device that performs work in response to
an input signal. DDS, Driveline Disengagement Switch - A switch
indicating when the driveline is disengaged from the
Analog - A continuously variable voltage.
engine.
Analog to Digital Converter (A/D) - A circuit in the
Disable - A computer decision which results in a
processing section of the ECM that takes an analog
system being deactivated and not allowed to operate.
signal (either DC or AC) and converts it into a usable
digital signal for the microprocessor. Driver - A transistor in the output section of the ECM
used to turn on or off various actuators in the system.
Analog Multimeter - A meter that uses a needle to
point to a number on a scale of numbers to indicate Drive Train Data Link J1939 - Drive Train Data Link
a measured value (volts, ohms, amperes). Not J1939 is the primary communication link for the ECM,
recommended for use on microprocessor systems ESC, and the instrument cluster.
because of the possibility of excessive current due to
DTC, Diagnostic Trouble Code - formerly referred to
the low impedance of the meter.
as Fault Code or Flash Code. The DTC is a 3 digit
APS, Accelerator Position Sensor - A potentiometer numeric code.
sensor that indicates the throttle pedal position.
Duty Cycle Signal - A control signal that has a
ATA Data Link - A serial data link specified by the controlled on/off time measured from 0% to 100%.
American Trucking Association and the SAE. Normally used to control solenoids.
Background Manager - The portion of the computer DMM, Digital Multimeter- An Electronic meter that
that performs "housekeeping duties." The Background uses a digital display to indicate a measured value
Manager typically controls low priority items or items (Volts, Ohms, and Amperes). They are preferred for
that occur at a slower rate. use on microprocessor systems, because a DMM has
a very high internal impedance and will not load the
BAP, Barometric Absolute Pressure - A variable
circuit being measured.
capacitance sensor that, when supplied with a 5
volt reference signal from the ECM, produces a ECI, Engine Crank Inhibit - An output of the ECM that
linear analog voltage signal indicating atmospheric controls the ECI relay and controls when the starter
pressure. motor is allowed to operate and crank the engine over.
BNO, Brake Normally Open - An on/off switch ECM, Electronic Control Module - The housing that
style sensor used to indicate if the brake is applied. contains the micro computer, VREF regulator, input
Normal primary function is to disengage cruise control conditioners and output drivers.
(normally open).
ECM Power Relay - An ECM controlled relay that
Calibration - The data values used by the strategy supplies or removes power to the ECM.
to solve equations and make decisions. Calibration
ECT, Engine Coolant Temperature Sensor - A
values are stored in the ROM. Calibration values are
thermistor type sensor that indicates engine coolant
put into the processor during programming to allow the
temperature.
engine to operate within certain parameters.
EFRC, Engine Family Rating Code - A code
CLS, Coolant Level Switch - A switch sensor used
readable in the calibration list of the electronic service
to indicate coolant level.
tool (EST) that identifies the horsepower and emission
CMP, Camshaft Position Sensor - A Hall effect calibration of the engine.
sensor used to indicate engine speed and camshaft
Engine Off Tests - Tests that are performed with the
position. Speed is indicated by the rate vanes pass
ignition switch ON and the engine OFF. See KOEO
the sensor. Camshaft position is indicated by a single
(Key ON Engine OFF)
narrow vane that indicates No. 1 cylinder position.
Continuous Test - A function of the ECM in which
the inputs and outputs of the ECM are continuously
EGES175-1
Engine Running Tests - Tests that are performed ICP, Injector Control Pressure Sensor - A variable
with the engine running. See KOER (Key ON Engine capacitance sensor used to indicate Injection Control
RUNNING) Pressure.
EOP, Engine Oil Pressure Sensor - A variable Impedance - A form of opposition to AC current flow
capacitance sensor used to indicate oil pressure. measured in Ohms (Ω).
EOT, Engine Oil Temperature Sensor- A thermistor Injection Control Pressure - High pressure lube
sensor that senses engine oil temperature. oil generated by a high pressure pump/pressure
regulator used to hydraulically actuate the fuel
EST, Electronic Service Tool - A computer
injectors.
diagnostic and programming tool for the ECM and
ESC. The hardware is typically a laptop or notebook Input Conditioner - A device or circuit that
computer. The diagnostic and programming software conditions or prepares an input signal for use by
consists of the International Master Diagnostics the microprocessor.
program, ISIS on-line documentation, and NETS for
IPR, Injection Control Pressure Regulator - An
factory programming.
ECM controlled pulse width modulated regulator
EWL- Engine Warning Light Circuit valve that regulates injection control oil pressure.
EWPS -Engine Warning and Protection IVS, Idle Validation Switch - An on/off switch sensor
that indicates when the accelerator pedal is in the idle/
FMEM, Failure Modes Effects Management-An
off idle position.
alternate control strategy devised to reduce the
adverse effects that can be caused by system failure. KOEO- Key ON Engine OFF
Should a sensor fail, the ECM substitutes a good
KOER- Key ON Engine RUNNING
sensor signal or assumed sensor value in its place.
The ENGINE WARN Lamp is then lit to alert the driver Low Speed Digital Inputs - Switched sensor inputs
to take the vehicle in for service. that generate an on/off (high/low) signal to the ECM.
The input supplied to the ECM from the sensor could
Foreground Manager - The portion of the computer
be from a high input source switch (usually 12 or 5
that manages the primary engine control functions.
volts) or could be from a grounding type switch that
The foreground manager responds to external events
grounds the signal from a current limiting resistor
quickly to maintain correct engine performance under
inside the ECM, creating a low signal (0 volts).
a variety of conditions. The foreground manager
typically controls high priority items. MAP, Manifold Absolute Pressure - A MAP sensor is
a variable capacitance sensor used to indicate intake
Hall Effect Sensor - A Hall Effect sensor generates a
manifold pressure (boost).
digital on/off signal that indicates speed or timing.
Microprocessor- An integrated circuit in a
HEUI - Hydraulically actuated Electronically
microcomputer that controls information flow in
controlled Unit Injector - The electronically
that computer.
controlled high pressure fuel injector used in
INTERNATIONAL™ diesel engines. This injector Normally Closed - Refers to a switch that remains
uses high pressure oil acting on an amplifier piston to closed when no control force is acting on it.
achieve fuel injection pressures of up to 21,000 psi.
Normally Open - Refers to a switch that remains open
High Speed Digital Inputs - Inputs to the ECM that when no control force is acting on it.
are from a sensor that generates varying frequencies.
On Demand Test - A self test that the technician
Examples of high speed digital input sensors are
initiates, and is run from a program in the processor.
engine speed and vehicle speed sensors.
OCC, Output Circuit Check - An "On Demand" test
IAT, Intake Air Temperature Sensor - A thermistor
performed during an "Engine Off" self test that tests
sensor used to indicate intake air temperature.
the continuity of selected actuators.
EGES175-1
Output State Check - An "On Demand" test selected Strategy is always stored in the ROM and thus cannot
by the technician that forces the processor to activate be changed during calibration.
actuators "High or Low" for additional diagnostics.
Switch Sensors - Switch sensors indicate position,
OWL - Oil/Water Light and Alarm level or pressure. The signal of a switch sensor is a
digital signal created by either opening or closing a
PID - Parameter Identifier
switch. The on or off signal can indicate position as
Potentiometer - An electro-mechanical device in the case of a clutch switch, level as in the case of
(variable voltage divider) that senses the position a coolant level switch, or pressure as in the case of
of a mechanical component. Mechanical motion a oil pressure switch. A switch sensor normally has
connected to the wiper causes it to move along two connectors; signal return (grd), and the signal. A
the resistance material in a rotary fashion. The switch sensor is considered a low speed digital signal
voltage on the wiper changes at each point along the input.
resistive material and is proportional to the amount
TAC, Tachometer Output Signal - Engine speed
of mechanical movement. Potentiometers have three
signal used for remote tachometers.
connections; VREF, signal out (wiper), and ground.
Thermistor - Sensor used to determine temperature.
PROM - Programmable Read Only Memory
A thermistor changes its resistance value in relation
PTO, Power Takeoff - Accessory output, usually from to temperature. Increasing temperature results
the transmission that is used to power a hydraulic in decreasing resistance, decreasing temperature
pump for garbage packing, lift equipment, etc. results in increasing resistance. The thermistor in
conjunction with a current limiting resistor in the ECM
Pulse Width - The length of time an actuator, such as
forms a voltage divider that provides a voltage signal
an injector remains energized.
that indicates temperature. Since the top half of the
RAM, Random Access Memory - A memory used to voltage divider is the current limiting resistor and is
store information. Information can be written to and inside the ECM, a thermistor sensor only has two
read from the RAM. Input information such as current connections: signal return, and ground.
engine speed or temperature would be stored here to
Transition - Changing from one value or condition
be compared to values stored in the ROM. All memory
to another, such as from positive to negative in an
in the RAM is lost when the ignition switch is turned off.
electronic circuit.
Read - A computer operation where information is
TTS - Transmission Tailshaft Speed
retrieved from the memory.
VEPS, Vehicle Electronic Programming System -
RFI - Radio Frequency Interference
The computer system used to program electronically
ROM, Read Only Memory - A memory used to controlled vehicles.
store information permanently. Information cannot
VIGN, Voltage Ignition - Voltage supplied by the ignition
be written to the ROM memory. Operating strategies
switch when the key is in the "ON" position.
and calibration tables are the type of information most
commonly stored in the ROM. VRE, Vehicle Retarder Enable - Output from the
ECM to control a vehicle retarder.
SCCS, Speed Control Command Switches - A set of
switches used for cruise control, PTO and the remote VREF, Reference Voltage - A five volt reference
hand throttle system. supplied by the ECM to operate sensors.
SID -Sub-System Identifier VBAT - Battery voltage
SIG GRD, Signal Ground - The common ground wire VSS, Vehicle Speed Sensor - Normally a magnetic
to the ECM for the sensors. pickup style sensor that is mounted in the tailshaft
housing of the transmission to indicate ground speed.
Strategy - A plan or set of operating instructions
that the microprocessor follows in order to achieve a WARN ENGINE Lamp-Lamp in the dash that comes
desired goal. Strategy is the computer program itself, on when selected Diagnostic Trouble Codes (DTCs)
including all equations and decision making logic. are set or when the ECM is utilizing FMEM strategy.
EGES175-1
Fault codes in some vehicles can be read as flash lamp to flash any fault codes which were stored while
codes through the WARN ENGINE Lamp. To access operating the vehicle
the flash codes, the switch STI (Self Test Input
WTEC- World Transmission, electronically controlled
“Engine Diagnostics” switch) is depressed and held
automatic transmissions (Allison).
momentarily while the ignition switch is placed in the
“ON” position. This will cause the WARN ENGINE
EGES175-1
PROGRAMMABLE Parameters for temperature compensation features. The purpose

MASTER DIAGNOSTICS of Coolant Temperature Compensation is to reduce
the amount of fuel delivered to the engine when
The following programmable parameters are grouped the engine is running near its maximum torque
according to control system features. Please refer to fuel delivery and coolant temperature is above a
other engine service manuals for additional details. programmed value. This fuel reduction has two
AUDIT (AUD) (ECM software): This group of effects: First, the heat generated by the engine is
parameters allows the factory and engine engineering reduced thereby reducing the burden on the engine
to trace the origin and the date of programming cooling system. Second, the vehicle speed will
changes through the life of the engine electronics. decrease. In order to maintain the vehicle speed the
operator is encouraged to downshift, which will result
• AUD: Calibration Download Date in increased efficiency of the engine cooling system.
• AUD: Calibration Tool ID • CTC: Begin Derate Temperature
• AUD: Last Service Tool ID I • CTC: Coolant Temp Compensation Mode
• AUD: Last Service Tool ID 2 • CTC: Derate Factor
• AUD: Strategy Download Date • CTC: Modify Derate Temperature
• AUD: Strategy Tool ID ENGINE CRANK INHIBIT (ECI): This group of
CRUISE CONTROL (CC): This group of parameters parameters customizes the crank inhibit feature.
customizes the cruise control feature. The purpose The purpose of ECI is to prevent the operator from
of the cruise control feature is to provide electronic cranking the engine while the engine is running or
controlled vehicle speed regulation when the vehicle the driveline is engaged. A programmable time (1-5
is under highway driving conditions. This feature seconds) allows the on-board electronics to inhibit
also has the "bump up" and "bump down" functions. cranking for a short duration until engine speed
Where, the operator may "bump up" the vehicle speed reaches idle speed.
in 1.0 mph increments when the Resume/Accel button • ECI: Engine Crank Inhibit Mode
is momentarily pressed. The operator may "bump
down" the vehicle speed in 1.0 mph decrements when • ECI: Engine Crank Inhibit Run Mode Time
the Set/Coast button is momentarily pressed. ENGINE FAN CONTROL (EFC): This group of
• CC: Cruise Control High VS Limit parameters customizes the engine fan control feature.
The purpose of EFC is to provide the proper logic to
• CC: Cruise Control Low RPM Limit determine when the fan should be turned on or off by
• CC: Cruise Control Low VS Limit energizing/de-energizing the fan control relay. The
purpose of the engine fan is to allow more air flow for
• CC: Cruise Control Mode heat exchange between the radiator and the ambient
• CC: Cruise Control VS Ramp Rate air when needed.
COLD AMBIENT PROTECTION MODE: This • EFC: Air Conditioner

parameter customizes the cold ambient protection • EFC: Engine Fan Mode
feature. Cold ambient protection (CAP) allows the
engine to idle at an elevated RPM when the coolant • EFC: Fan Off Temperature
temperature falls below a certain point and the • EFC: Fan On Temperature
ambient temperature is cold. This allows the engine
to warm up to normal operating temperature. ENGINE FAN CONTROL (EFC) FOR RADIATOR
SHUTTER: The purpose of Radiator Shutter Enable
COOLANT SURGE TANK TYPE: This parameter is to provide the proper logic to open or close the
describes the type of coolant tank installed in the radiator shutters (energize or de-energize a solenoid).
vehicle. The purpose of this device is to keep the engine warm
COOLANT TEMPERATURE COMPENSATION: during cold weather operation. This will enable faster
This group of parameters customizes the coolant warm up of the passenger cab thereby enabling faster
EGES175-1
defrost of the windshield. Fuel economy will also be ECM MANUFACTURING DATA: This group of
improved when the radiator shutters are closed. parameters provides the manufacturing data feature.
The date and the serial number of the on-board
• EFC: Radiator Shutter Mode
electronics are indicated, along with the level of
• EFC: Shutter Close Temperature hardware and software.
• EFC: Shutter Open Temperature • EMD: S/W Strategy Checksum
ENGINE FAMILY RATING CODE: This group of • EMD: ECM H/W Version
parameters allows the on-board electronics to
• EMD: ECM Manufacturing Date
precisely control the fueling requirements based
on the particular engine configuration. The on-board • EMD: ECM S/W Calibration Version
electronics has what is known as the Multiple Engine
• EMD: ECM S/W Strategy Version
Rating Map. This allows a single on-board electronic
controller to provide different engine configurations. • EMD: ECM Serial Number
Optimal control is provided for vehicles with various
• EMD: PP List Checksum
engine configurations and ratings: engine model,
rated engine speed, rated engine power, and • EMD: PP List Level
transmission type.
• EMD: S/W Calibration Checksum
• EFRC: Engine Family Extension
ENGINE SERIAL NUMBER (ESN): This parameter is
• EFRC: Engine Family Rating Code the factory programmed engine serial number.
EVENT LOGGER (EL): This group of parameters ENGINE WARNING AND PROTECTION SYSTEM
indicates the electronic automatic engine event (EWPS): This group of parameters customizes
logging feature. The purpose of this feature is to the engine warning and protection feature. The
record the accumulated engine hours and odometer Engine Warning and Protection System safeguards
readings when certain excessive engine operating the engine from undesirable operating conditions
conditions have occurred. in order to prevent engine damage and to prolong
engine life. When a warning condition is detected,
• EL: Low Coolant Hour I
the on-board electronics will light up the OIL /
• EL: Low Coolant Hour 2 WATER lamp and activate the warning buzzer.
When a critical condition is detected, the on-board
• EL: Low Coolant Odometer I
electronics will shut down the engine if the engine
• EL: Low Coolant Odometer 2 warning and protection system has the protection
feature enabled. After an engine shut down, the
• EL: Low Oil Pressure Hour I
operator may restart the engine for a thirty second
• EL: Low Oil Pressure Hour 2 run time if desired. The event-logging feature will also
record when an excessive (i.e., critical) engine event
• EL: Low Oil Pressure Odometer I
has occurred in both engine hours and odometer
• EL: Low Oil Pressure Odometer 2 readings. Currently there are four states of electronic
operation: STANDARD, 3-WAY WARNING, 3-WAY
• EL: Overheat Hour I
PROTECTION, and 2- WAY WARNING.
• EL: Overheat Hour 2
• EWPS: ECT Critical Temperature
• EL: Overheat Odometer I
• EWPS: ECT Warning Temperature
• EL: Overheat Odometer 2
• EWPS: EOP Critical Level I
• EL: RPM Overspeed Hour I
• EWPS: EOP Critical Level 2
• EL: RPM Overspeed Hour 2
• EWPS: EOP Critical Level 3
• EL: RPM Overspeed Odometer I
• EWPS: EOP RPM Boundary I
• EL: RPM Overspeed Odometer 2
EGES175-1
• EWPS: EOP RPM Boundary 2 • IST: Min IAT for Idle Shutdown
• EWPS: EOP RPM Boundary 3 IVPWR: Expected Vbat – Expected operating battery
voltage on the vehicle.
• EWPS: EOP Warning Level I
POWER TAKE OFF SPEED CONTROL (PTO): This
• EWPS: EOP Warning Level 2
group of parameters customizes the power take off
• EWPS: EOP Warning Level 3 speed control feature. Power Take Off (PTO) Speed
Control provides a method for the operator to set and
ELECTRONIC PRESSURE GOVERNOR (EPG):
maintain a regulated engine speed, without using
This group of parameters customizes the Electronic
the accelerator pedal, for the purpose of operating
Pressure Governor feature. The purpose of the
auxiliary equipment. The power take off feature has
Electronic Pressure Governor is to provide closed
in-cab and remote operator interfaces. Depending
loop control over an external pressure input. This
on configuration, the operator may turn on and
feature is targeted for fluid delivery pumps, especially
activate PTO speed control while in the comfort of the
fire truck applications. The EPG feature also provides
cab or at the convenience of a remote interface. If
a loss of pressure detection. This is achieved by
both in-cab and remote operations are enabled, the
monitoring the hydraulic pressure, the engine speed,
on-board electronics senses that interface is active
and the status of the EPG select switch. When a loss
depending on operator actions. No active mobile PTO
of pressure is detected the EPG feature is disabled
operation is possible when the PTO speed control is
and a corresponding DTC is set.
turned on using the remote interface. This feature
• EPG: Driveline Mode also has the "bump up" and "bump down" functions.
Where, the operator may "bump up" the RPM in 25
• EPG: Hydraulic Pressure Governor Mode
RPM increments when the Resume/Accel button
• EPG: Integral Gain Adjust is momentarily pressed or “bump down” when the
set/coast button is momentarily pressed.
• EPG: Mode Indicator
• PTO: In-Cab Control
• EPG: Proportional Gain Adjust
• PTO: In-Cab Mode
• EPG: Cavitation Operation Time
• PTO: Max RPM
ENGINE IDLE SHUTDOWN CONTROL (IST): This
group of parameters customizes the prolonged • PTO: Max VS
engine idle automatic shutdown feature. The purpose
• PTO: Power Take Off Mode
of this feature is to shut the engine down after a
programmable idle time has been exceeded. This • PTO: Preset RPM I (Set)
allows the reduction of fuel usage, engine wear, and
• PTO: Preset RPM 2 (Resume)
emissions. Thirty (30.0) seconds before an automatic
engine shutdown, the operator will be warned via the • PTO: Remote Pedal
red Oil/Water Lamp. This lamp will begin flashing until
• PTO: RPM Ramp Rate
the engine is shutdown. The operator may override
the electronics at any time. After an engine shutdown TWO SPEED AXLE: This group of parameters is used
occurs, the Oil/Water Lamp will stop flashing and a by the ECM to determine vehicle speed calculations.
diagnostic code will be recorded. The diagnostic code
• Two speed axle
is recorded to assist in diagnosing possible service
complaints of the engine shutting down. Currently • Pulses Per Mile I
there are four states of electronic operation: OFF,
• Pulses Per Mile 2
PTO AVAILABLE, NO ENGINE LOAD, and TAMPER
PROOF. • Rear Axle Ratio I
• IST: Idle Shutdown Time • Rear Axle Ratio 2
• IST: Idle Shutdown Timer Mode • Tire Revolutions
• IST: Max IAT for Idle Shutdown • Transmission Gear Teeth
EGES175-1
• Transmission Top Gear Ratio TRACTION CONTROL (TC): This parameter

determines how and when the ECM will activate
ROAD SPEED LIMITING (RSL): This group of
its electronic traction control.
parameters customizes the road speed-limiting
feature. Road Speed Limiting is used by the ECM • TC: Traction Control Mode
for maximum road speed governing. If the vehicle’s
TORQUE LEVEL TAILORING (TLT): This group
maximum road speed exceeds the programmed
of parameters customizes the torque level-tailoring
maximum vehicle speed limit, the ECM will reduce or
feature. The torque level-tailoring feature allows the
cut-off fueling. This feature is primarily for improving
on-board electronics to control the engine based
fuel economy.
on possible driving situations. A typical application
• RSL: Maximum Vehicle Speed for this feature is a vehicle with on-highway and
off-highway torque curves.
• RSL: Road Speed Limiting Mode
• TLT: Lower N/VS Ratio
• RSL: RPM Limit with VSS Fault
• TLT: Torque Level Tailoring Mode
SHIFT SCHEDULE: This parameter determines
how and when the ECM will request the electronic • TLT: Upper N/VS Ratio
transmission controller for up-shifts and downshifts.
TOTAL MILES: This group of parameters indicates
SERVICE INTERVAL (SI): This group of parameters the vehicle accumulator data. The purpose of the
customizes the Service Interval feature. Service Accumulators feature is to record the total engine
Interval allows the truck owner to customize when hours, the total fuel used, and the total vehicle miles.
a truck requires servicing, such as changing the oil. This system requirement is intended to track engine
When the programmed distance, fuel used, or engine operation for scheduled preventive maintenance and
hour has been reached the Change Oil Lamp will be as an aid to warranty administration.
lit to indicate its time for maintenance and service.
• Total Engine On Time
• SI: Change Oil Lamp On Mode
• Total Fuel Used
• SI: Change Oil Lamp On Time
TOTAL TATTLETALE: This is an internal ECM
• SI: Distance Interval programming tracking mechanism.
• SI: Fuel Interval VEHICLE RETARDER MODE: This parameter
indicates the vehicle retarder type and its mode of
• SI: Hour Interval
operation.
• SI: Service Interval Mode
VEHICLE SPEED SIGNAL SELECTION: This
• SI: Service Interval Reset parameter customizes the vehicle speed signal
feature.
• SI: Service Soon Percent
VEHICLE IDENTIFICATION NUMBER (VIN): This
• SI: Starting Fuel Reading
parameter is the factory programmed vehicle
• SI: Starting Hour Reading identification number.
• SI: Starting Odometer Reading
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DIAGNOSTIC/TROUBLESHOOTING MANUAL

DT 466E / 530E ENGINES

ENGINE CONTROL SYSTEM OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

MECHANICAL DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

ELECTRONIC CONTROL SYSTEM DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269

DIAGNOSTIC TROUBLE CODES CIRCUIT INDEX (DTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284

SUPPLEMENTAL DIAGNOSTIC ANALYSIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519

DIAGNOSTIC TOOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .539

HARNESS REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .571

GLOSSARY OF TECHNICAL TERMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .583

Foreword FORM NO*. – DESCRIPTION

SERVICE LITERATURE for DT 466E and

Safety Information Protective Measures

• Use correct lifting devices. Fluids under pressure

FUEL FLOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

INJECTION CONTROL PRESSURE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

HEUI INJECTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

ELECTRONIC CONTROL MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

ENGINE AND VEHICLE SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

VEHICLE FEATURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Idle Shutdown (Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

DIAGNOSTIC SOFTWARE OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

Figure 1 Fuel System Components

Figure 2 Fuel System Diagram

INJECTION CONTROL PRESSURE

IPR Valve Operation

Figure 7 IPR Lower Injection Pressure

Figure 6 IPR Higher Injection Pressure

HEUI INJECTOR OPERATION

Figure 8 HEUI Injector Stages of Operation

The injection operation is divided into three stages or Fill stage

Figure 9 HEUI Injector Stages of Operation

ELECTRONIC CONTROL MODULE The Electronic Control Module (ECM) monitors

Figure 10 Electronic Control module

Reference Voltage The Electronic Control Module (ECM) sends a 5 volt

Figure 11 Reference Voltage

Actuators Electronic Distribution for Fuel Injectors

The ECM controls actuators for the following:

Figure 17 Power Source and Output Drivers for

• Injection duration. internal coil, based on the same principle as the

ENGINE AND VEHICLE SENSORS • Variable capacitance sensor

Figure 18 Input Signals

Reference voltage sensors receive a constant 5V

Potentiometer voltage back to the ECM. The ECM compares the

Variable Capacitance Sensor

Magnetic Pickup 1. Magnetic pickup sensor

Switch Sensors Switch sensors indicate positions and operate either

VEHICLE FEATURES The tachometer signal is generated by the ECM

Diagnostic Trouble Codes for sensors, actuators,

1. Turn the ignition key on.

Figure 25 Electronic Accelerator Pedal System

Cold Ambient Protection (CAP)

Engine Shutdown System

Road Speed Limiting/Governor

Body Equipment Manufacturer Provisions

Engine Warning System

Idle Shutdown (Optional) and Electronic Pressure Governor gain adjustments

Electronic Pressure Governor (EPG)

Figure 30 Diagnostic Trouble Code detection

Diagnostic Trouble Code Procedures

Figure 31 Menu Bar

Figure 32 Diagnostic Trouble Code Window

If the Electronic Control Module (ECM) detects

Figure 33 Drop-down menu bar