Diagnostic/Troubleshooting Manual

DIAGNOSTIC/TROUBLESHOOTING MANUAL
DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-420
2008
EGES-420
Read all safety instructions in the "Safety Information" section of this manual before doing any procedures.
Follow all warnings, cautions, and notes.
© 2008 Navistar, Inc.
DIAGNOSTIC/TROUBLESHOOTING MANUAL I
Table of Contents
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .465
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471
Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .479
Appendix B: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .493
Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .503
EGES-420
II DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-420
DIAGNOSTIC/TROUBLESHOOTING MANUAL 1
Foreword Technical Service Literature

International Truck and Engine Corporation is 1171898R2 InternationalÆ MaxxForceô11
committed to continuous research and development and 13 Engine Operation and
to improve products and introduce technological Maintenance Manual
advances. Procedures, specifications, and parts
EGES-415-1 InternationalÆ MaxxForceô 11
defined in published technical service literature may
and 13 Engine Service Manual
be altered.
EGES-420 InternationalÆ MaxxForceô 11
NOTE: Photo illustrations identify specific parts or and 13 Engine Diagnostic manual
assemblies that support text and procedures; other
EGED-425 InternationalÆ MaxxForceô 11
areas in a photo illustration may not be exact.
and 13 Engine Performance Form
This manual includes necessary information
EGED-430 InternationalÆ MaxxForceô 11
and specifications for technicians to maintain
and 13 Engine Wiring Diagram
InternationalÆ diesel engines. See vehicle manuals
and Technical Service Information (TSI) bulletins for EGED-435 InternationalÆ MaxxForceô 11
additional information. and 13 Signal Values (available
on ISISÆ only)
Technical Service Literature is revised periodically

and mailed automatically to ìRevision Serviceî
subscribers. If a technical publication is ordered, the
latest revision will be supplied.
NOTE: To order technical service literature, contact
your InternationalÆ dealer.
EGES-420
2 DIAGNOSTIC/TROUBLESHOOTING MANUAL
Service Diagnosis ï Knowledge of the principles of operation for

engine application and engine systems
Service diagnosis is an investigative procedure that
must be followed to find and correct an engine ï Knowledge to understand and do procedures in
application problem or an engine problem. diagnostic and service publications
If the problem is engine application, see specific Technical Service Literature required for Effective
vehicle manuals for further diagnostic information. Diagnosis
If the problem is the engine, see specific Engine ï Engine Service Manual
Diagnostic Manual for further diagnostic information.
ï Engine Diagnostic Manual
Prerequisites for Effective Diagnosis
ï Diagnostics Forms
ï Availability of gauges and diagnostic test
ï Electronic Control Systems Diagnostics Forms
equipment
ï Service Bulletins
ï Availability of current information for engine
application and engine systems
EGES-420
DIAGNOSTIC/TROUBLESHOOTING MANUAL 3
Safety Information ï Restrain long hair.
This manual provides general and specific Vehicle

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

test procedures for the engine or vehicle. See related ï The engine should be operated or serviced only
application manuals for more information. by qualified individuals.
Disregard for Safety Instructions, Warnings, Cautions, ï Provide necessary ventilation when operating
and Notes in this manual can lead to injury, death or engine in a closed area.
damage to the engine or vehicle.
ï Keep combustible material away from engine
Safety Terminology exhaust system and exhaust manifolds.
Three terms are used to stress your safety and safe ï Install all shields, guards, and access covers
operation of the engine: Warning, Caution, and Note before operating engine.
Warning: A warning describes actions necessary to ï Do not run engine with unprotected air inlets or
prevent or eliminate conditions, hazards, and unsafe exhaust openings. If unavoidable for service
practices that can cause personal injury or death. reasons, put protective screens over all openings
before servicing engine.
Caution: A caution describes actions necessary
to prevent or eliminate conditions that can cause ï Shut engine off and relieve all pressure in the
damage to the engine or vehicle. system before removing panels, housing covers,
and caps.
Note: A note describes actions necessary for correct,
efficient engine operation. ï If an engine is not safe to operate, tag the engine
and ignition key.
Safety Instructions Fire Prevention
Work Area ï Make sure charged fire extinguishers are in the
ï Keep work area clean, dry, and organized. work area.
ï Keep tools and parts off the floor. NOTE: Check the classification of each fire
extinguisher to ensure that the following fire types
ï Make sure the work area is ventilated and well lit. can be extinguished.
ï Make sure a First Aid Kit is available. 1. Type A ó Wood, paper, textiles, and rubbish
Safety Equipment 2. Type B ó Flammable liquids
ï Use correct lifting devices. 3. Type C ó Electrical equipment
ï Use safety blocks and stands. Batteries
Protective Measures ï Always disconnect the main negative battery
ï Wear protective safety glasses and shoes. cable first.
ï Wear correct hearing protection. ï Always connect the main negative battery cable
last.
ï Wear cotton work clothing.
ï Avoid leaning over batteries.
ï Wear sleeved heat protective gloves.
ï Protect your eyes.
ï Do not wear rings, watches or other jewelry.
EGES-420
4 DIAGNOSTIC/TROUBLESHOOTING MANUAL
ï Do not expose batteries to open flames or sparks. ï Check for frayed power cords before using power
tools.
ï Do not smoke in workplace.
Fluids Under Pressure
Compressed Air
ï Use extreme caution when working on systems
ï Use an OSHA approved blow gun rated at 207
under pressure.
kPa (30 psi).
ï Follow approved procedures only.
ï Limit shop air pressure to 207 kPa (30 psi).
Fuel
ï Wear safety glasses or goggles.
ï Do not over fill the fuel tank. Over fill creates a fire
ï Wear hearing protection.
hazard.
ï Use shielding to protect others in the work area.
ï Do not smoke in the work area.
ï Do not direct compressed air at body or clothing.
ï Do not refuel the tank when the engine is running.
Tools
Removal of Tools, Parts, and Equipment
ï Make sure all tools are in good condition.
ï Reinstall all safety guards, shields, and covers
ï Make sure all standard electrical tools are after servicing the engine.
grounded.
ï Make sure all tools, parts, and service equipment
are removed from the engine and vehicle after all
work is done.
EGES-420
1 ENGINE SYSTEMS 5
Table of Contents
Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Engine Accessory Labels and Identification Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Chassis Mounted Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Engine Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Air Management System (AMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Air Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Air Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Low Pressure Charge Air Cooler (LPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
High Pressure Charge Air Cooler (HPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Boost Control Solenoid (BCS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Aftertreatment Fuel Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Diesel Particulate Filter (DPF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Diesel Oxidation Catalyst (DOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Aftertreatment System Conditions and Responses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
High Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Oil Flow and Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Cooling System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Cooling System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Coolant Control Valve (CCV) operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Engine Retarder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Engine Retarder Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Engine Retarder System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Closed Crankcase Breather System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Closed Crankcase Breather System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Closed Crankcase Breather System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
EGES-420
6 1 ENGINE SYSTEMS
Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Cold Start Assist System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Cold Start Assist System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Signal Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Microprocessor Memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Coolant Mixer Valve (CMV) and Coolant Flow Valve (CFV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Retarder Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Exhaust Gas Recirculation (EGR) Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Exhaust Gas Recirculation Position (EGRP) Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Boost Control Solenoid (BCS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Cold Start Relay (CSR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Cold Start Solenoid (CSS) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Intake Throttle Valve (ITV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Fuel Pressure Control Valve (FPCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Thermistor Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Variable Resistance Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Magnetic Pickup Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Exhaust Lambda Sensor (ELS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
EGES-420
1 ENGINE SYSTEMS 7
Engine Identification The engine serial number is located on the upper left
side of the crankcase below the cylinder head.
Engine Serial Number
Engine Serial Number Examples
InternationalÆ MaxxForceô 11: 105HM2DXXXXXXX
InternationalÆ MaxxForceô 13: 124HM2DXXXXXXX
InternationalÆ MaxxForceô 11: 105HM2YXXXXXXX
InternationalÆ MaxxForceô 13: 124HM2YXXXXXXX
Engine Serial Number Codes

105 ñ Engine displacement
124 ñ Engine displacement
H ñ Diesel, turbocharged, Charge Air Cooler (CAC)
and electronically controlled
M2 ñ Motor truck
D ñ Germany
Figure 1 Engine serial number Y ñ United States, Huntsville
7 digit suffix ñ Engine serial number sequence
EGES-420
8 1 ENGINE SYSTEMS
Engine Emission Label
Figure 2 U.S. Environmental Protection Agency (EPA) exhaust emission label (example)
The U.S. Environmental Protection Agency (EPA) ï Air conditioning compressor

exhaust emission label is attached to the top surface
ï Alternator
of the high pressure charge air cooler (HPCAC). The
EPA label typically includes the following: ï Aftertreatment Control Module (ACM)
ï Model year ï Cooling fan clutch
ï Engine family, model, and displacement ï Engine Control Module (ECM)
ï Advertised brake horsepower and torque rating ï Engine Interface Module (EIM)
ï Emission family and control systems ï High pressure pump
ï Valve lash specifications ï Power steering pump
ï Engine serial number ï Starter motor
ï EPA, EURO, and reserved fields for specific ï Turbochargers
applications
Engine Accessory Labels and Identification

Plates
The following engine accessories may have
manufacturerís labels or identification plates:
ï Air compressor
EGES-420
1 ENGINE SYSTEMS 9
Engine Description
InternationalÆ MaxxForceô 11 and 13 Diesel Engines

Engine Configuration 4 stroke, inline six cylinder diesel
Advertised brake horsepower @ rpm
ï MaxxForceô 11 See EPA exhaust emission label
Peak torque @ rpm
Displacement
ï MaxxForceô 11 10.5 L (641 in3)
ï MaxxForceô 13 12.4 L (758 in3)
Compression ratio 17.0:1
Stroke
ï MaxxForceô 11 155 mm (6.10 in)
Bore (sleeve diameter)
Total engine weight (including oil and accessories)
ï MaxxForceô 11 1018 kg (2244 lbs)
ï MaxxForceô 13 1018 kg (2244 lbs)
Firing order 1-5-3-6-2-4
Engine rotation direction (facing flywheel) Counterclockwise
Aspiration Dual turbocharged and charge air cooled
Combustion system Direct injection turbocharged
Fuel system High pressure common rail
Lube system capacity (including filter) 40 L (42 qts)
Lube system capacity (overhaul only, with filter) 44 L (46 qts)
Engine oil pressure at operating temperature with SAE 15W-40 oil
ï Low idle 138 - 172 kPa (20 - 25 psi)
ï High idle 448 - 586 kPa (65 - 85 psi)
Idle speed (no load) 600 rpm
Thermostat operating temperature 83∞C - 91∞C (181∞F - 196∞F)
EGES-420
10 1 ENGINE SYSTEMS
Standard Features filter housing assembly includes the filter element, fuel
pressure sensor, and drain valve. Conditioned fuel
The InternationalÆ MaxxForceô 11 and 13 diesel
is then pumped through the high pressure fuel pump
engines are designed for increased durability,
towards the fuel injectors.
reliability, and ease of maintenance.
The fuel injection system is direct common-rail. The
The cylinder head has four valves per cylinder with
system includes a high pressure pump, fuel rail, and
centrally located fuel injectors directing fuel over
fuel injectors. The injectors are installed in the cylinder
the pistons. This configuration provides improved
head under the valve cover.
performance and reduces emissions.
The InternationalÆ MaxxForceô 11 and 13 engines
The overhead camshaft is supported by seven
use dual turbochargers with an air-to-liquid Charge Air
bearings in the cylinder head. The camshaft gear
Cooler (CAC) after each stage.
is driven from the rear of the engine. The overhead
valve train includes roller rocker arms and dual valves The cold start assist system warms the incoming
that open using a valve bridge. air supply before, during, and a short period after
cranking to aid cold engine starting and reduce white
The MaxxForceô 11 engines use aluminum pistons,
smoke during warm-up.
and the MaxxForceô 13 engines use one piece steel
pistons. All pistons use an offset piston axis and The Exhaust Gas Recirculation (EGR) system
centered combustion bowls. Crown markings show circulates cooled exhaust into the intake air stream in
correct piston orientation in the crankcase. the air inlet duct. This cools the combustion process
and reduces the formation of Nitrogen Oxides (NOX)
The one piece crankcase can withstand high
engine emissions.
pressure loads during operation. The crankcase
uses replaceable wet cylinder liners that are sealed A closed crankcase breather system uses an engine
by dual crevice seals. mounted oil separator to return oil to the crankcase
and vent the crankcase gasses into the intake system.
The crankshaft has seven main bearings with fore
and aft thrust controlled at the sixth bearing. One
fractured cap connecting rod is attached at each
Optional Features
crankshaft journal. The piston pin moves freely inside
the connecting rod and piston. Piston pin circlips The engine retarder is available as an option for
secure the piston pin in the piston. The rear oil seal all engine displacements. The engine retarder is a
carrier is part of the flywheel housing, and the front oil compression release system that provides additional
seal carrier is part of the front cover. vehicle braking performance. The operator can
control the engine retarder for different operating
A gerotor lube oil pump is mounted behind the front
conditions.
cover and is driven by the crankshaft. Pressurized oil
is supplied to engine components. All InternationalÆ Optional cold climate features available are an oil pan
MaxxForceô 11 and 13 engines use an engine oil heater and a coolant heater. Both heaters use an
cooler and a cartridge-style engine oil filter element. electric element to warm engine fluids in cold weather
conditions.
The distributor case serves as the mounting bracket
for the refrigerant compressor. The pad mounting The oil pan heater warms engine oil to ensure
design of the alternator and refrigerant compressor optimum oil flow to engine components.
brackets provide easy removal and improved
The coolant heater warms the engine coolant
durability.
surrounding the cylinders. Warmed engine coolant
The low pressure fuel supply pump draws fuel from the increases fuel economy and aids start-up in cold
fuel tank through the fuel strainer element, and pumps weather conditions.
it through the fuel filter housing assembly. The fuel
EGES-420
1 ENGINE SYSTEMS 11
Chassis Mounted Features ï The Diesel Particulate Filter (DPF) temporarily

stores carbon-based particulates, oxidizes stored
The aftertreatment system, part of the larger exhaust
particulates, stores non-combustible ash, and
system, processes engine exhaust so that it meets
provides required exhaust back pressure drop for
tailpipe emission requirements.
engine performance.
ï The Diesel Oxidation Catalyst (DOC) oxidizes
hydrocarbons and carbon monoxide, provides
heat for exhaust system warm-up, aids
in temperature management for the DPF,
and oxidizes NO into NO2 for passive DPF
regeneration.
EGES-420
12 1 ENGINE SYSTEMS
Engine Component Locations
Figure 3 Component location ñ top

1. Oil module 3. Crankcase Depression 5. High Pressure Charge Air Cooler
2. Exhaust Gas Recirculation Regulator (CDR) valve (HPCAC)
(EGR) control valve 4. Service breather assembly 6. Intake Throttle Valve (ITV)
7. Glow plug
EGES-420
1 ENGINE SYSTEMS 13
Figure 4 Component location ñ front

1. Coolant Mixer Valve (CMV) 3. Manifold Absolute Pressure/ 6. Vibration damper
2. Exhaust Gas Recirculation Intake Air Temperature 2 7. Coolant heater (if equipped)
(EGR) module (MAP/IAT2) sensor 8. Pulley (water pump)
4. Air inlet duct 9. Coolant Flow Valve (CFV)
5. Pulley (drive housing)
EGES-420
14 1 ENGINE SYSTEMS
Figure 5 Component location ñ right

1. Aftertreatment Fuel Injector 6. Engine Oil Temperature (EOT) 10. Retarder control
(AFI) sensor adapter line 11. Boost control actuator
2. Exhaust manifold with butterfly 7. Engine Oil Pressure (EOP) 12. Low pressure turbocharger
3. Exhaust Gas Recirculation sensor adapter line 13. Exhaust Lambda Sensor (ELS)
(EGR) module 8. Low Pressure Charge Air Cooler 14. Engine Coolant Temperature
4. High pressure turbocharger (LPCAC) (ECT) sensor
5. Engine Coolant Temperature 2 9. Boost Control Solenoid (BCS)
(ECT2) sensor valve
EGES-420
1 ENGINE SYSTEMS 15
Figure 6 Component location ñ left

1. Cold Start Solenoid (CSS) valve 10. Aftertreatment Fuel Pressure 17. Oil preheater (optional)
2. Cold Start Relay (CSR) (AFP) sensor 18. High pressure pump
3. Engine Control Module (ECM) 11. Air compressor 19. Engine Fuel Pressure (EFP)
4. Injector harness 12. Power steering pump sensor
5. Manifold Air Temperature (MAT) 13. Aftertreatment Fuel Supply 20. Fuel strainer cover
sensor (AFS) valve 21. Fuel primer pump assembly
6. Engine Interface Module (EIM) 14. Aftertreatment Fuel Drain (AFD)
7. Camshaft Position (CMP) sensor valve
8. Fuel filter housing assembly 15. Water drain valve (from fuel
9. Crankshaft Position (CKP) filter)
sensor 16. Oil drain plug
EGES-420
16 1 ENGINE SYSTEMS
Air Management System (AMS)
Figure 7 Air Management System (AMS)
The AMS includes the following: ï Air inlet duct

ï Air filter assembly ï Cold start assist
ï Low pressure turbocharger ï Exhaust and intake valves
ï Low Pressure Charge Air Cooler (LPCAC) ï Exhaust Gas Recirculation (EGR) system
ï High pressure turbocharger ï Exhaust system
ï High Pressure Charge Air Cooler (HPCAC) ï Engine retarder exhaust manifold with butterfly
ï Intake Throttle Valve (ITV) ï Diesel Particulate Filter (DPF) ñ aftertreatment
EGES-420
1 ENGINE SYSTEMS 17
Air Flow actuator. When the engine retarder control is applied,

the butterfly valve restricts flow and increases exhaust
Air flows through the air filter assembly and enters
backpressure. The increased backpressure actuates
the low pressure turbocharger. The low pressure
the engine retarder. When the butterfly valve is
turbocharger increases the pressure, temperature,
opened, the backpressure is released and the
and density of the intake air before it enters the
exhaust valves return to normal operation.
LPCAC. Cooled compressed air flows from the
LPCAC into the high pressure turbocharger. The The exhaust gases flow from the engine retarder
high pressure turbocharger increases the intake air exhaust manifold through the vehicle aftertreatment
pressure up to 345 kPa (50 psi). The hot compressed system, to the exhaust tail pipe.
air flows into the HPCAC where it is cooled, and then
through the Intake Throttle Valve (ITV) and air inlet
duct. Air Management Components
If the EGR control valve is open, exhaust gas passes Turbochargers
through the EGR system into air inlet duct where it is
mixed with the filtered intake air. This mixture flows
are equipped with an electronically controlled two
through the air inlet duct into the intake manifold and
stage turbocharging system. This system provides
cylinder head. The intake manifold is an integral part
high levels of charge air pressure to improve the
of the cylinder head casting.
engine performance and to help reduce emissions.
If the EGR control valve is closed, only filtered intake Because of its ability to generate very high charge
air flows through the ITV, air inlet duct, and into the air pressure levels, and to avoid Charge Air Cooler
intake manifold. (CAC) overloading conditions, the system is fitted with
a spring loaded boost control valve. The boost control
During cold weather, the cold start assist system
valve is actuated by compressed air regulated to 296
rapidly heats the intake air by injecting and igniting
kPa (43 psi). The compressed air flow to the boost
small quantities of fuel into the air inlet duct.
control actuator is controlled by an electronically
After combustion, gases exit through the cylinder controlled Boost Control Solenoid (BCS) valve based
head exhaust valves and ports. The exhaust gas on the Pulse Width Modulated (PWM) signal supplied
is forced through the exhaust manifold where, by the Engine Control Module (ECM). The high
depending on the EGR throttle valve position, is and low pressure turbochargers are installed as an
split between the EGR system and the exit path assembly on the exhaust manifold, on right side of
through the high pressure turbocharger, low pressure engine.
turbocharger and engine retarder exhaust manifold.
The engine retarder exhaust manifold contains
a butterfly valve that is actuated by an external
EGES-420
18 1 ENGINE SYSTEMS
Figure 8 Low and high pressure turbocharger components

1. High pressure turbocharger oil 6. Low pressure compressor inlet 11. Low pressure turbocharger oil
pressure pipe 7. Boost control actuator control return pipe
2. High pressure turbocharger oil hose 12. Low pressure turbocharger oil
return pipe 8. Boost Control Solenoid (BCS) pressure pipe
3. High pressure compressor inlet valve 13. Low pressure turbine outlet
4. High pressure compressor outlet 9. Low pressure compressor outlet 14. High pressure turbine outlet to
5. High pressure turbine inlet 10. Boost control actuator low pressure turbine inlet tube
The low and high pressure turbochargers are installed turbine. When the boost demand is low, the boost
inline on the right side of the engine. The high control actuator opens, allowing part of the exhaust
pressure turbocharger is connected directly to the gas flow to bypass the high pressure turbine. Cooled
exhaust manifold through the high pressure turbine compressed air from the Low Pressure Charge Air
inlet. The high pressure turbocharger is equipped Cooler (LPCAC) enters the high pressure compressor,
with a boost control actuator that regulates the where it is further compressed and directed into the
turbocharger boost by controlling the amount of High Pressure Charge Air Cooler (HPCAC).
exhaust gases that pass through the high pressure
EGES-420
1 ENGINE SYSTEMS 19
The low pressure turbocharger is installed directly to

the output of the high pressure turbine. The exhaust
gases enter the low pressure turbocharger through
the low pressure turbine inlet and exit through the
low pressure turbine outlet. Fresh air from the air
filter enters the low pressure compressor where it is
compressed and directed into the LPCAC.
Low Pressure Charge Air Cooler (LPCAC)

The LPCAC is installed between the low pressure and
the high pressure turbochargers. The LPCAC air inlet
is connected to the low pressure compressor outlet
and uses engine coolant to regulate the charge air
temperature. The LPCAC air outlet is connected to
the turbine inlet on the high pressure turbocharger.
High Pressure Charge Air Cooler (HPCAC) Figure 9 BCS valve operation
The HPCAC is installed between the high pressure 1. Boost control actuator
turbocharger and the Intake Throttle Valve (ITV). The 2. BCS valve
HPCAC air inlet is connected to the high pressure 3. Compressed regulated air supply
compressor outlet and uses engine coolant to regulate 4. Vent to atmosphere
the charge air temperature. The HPCAC air outlet is
connected directly to the ITV body.
With no PWM signal, the BCS valve is open and air
is supplied to the boost control actuator maintaining
Boost Control Solenoid (BCS) Valve it in the open position. When an increase in the
The BCS valve controls the boost control actuator charge air pressure is required, the ECM supplies
position by regulating the compressed air based on PWM voltage to close the BCS valve. The limit
a Pulse Width Modulated (PWM) signal received from values of the PWM signal are between approximately
the Engine Control Module (ECM). 9%, corresponding to a fully opened BCS valve, and
100%, corresponding to a closed BCS valve. When
the BCS valve closes it interrupts the air supply to the
boost control actuator and at the same time relieves
the air pressure from the boost control actuator by
allowing it to vent to the atmosphere. The boost
control actuator then closes, resulting in increased
charge air pressure.
EGES-420
20 1 ENGINE SYSTEMS
Exhaust Gas Recirculation (EGR) System
Figure 10 EGR system

1. EGR control valve 5. EGR module 9. Rear inner EGR tube
2. Air inlet duct 6. Air supply line assembly 10. Coolant elbow
3. Front inner EGR tube 7. EGR throttle valve 11. EGR control valve - EGR cooler
4. Front outer EGR tube 8. Rear outer EGR tube module air line assembly
EGR System Overview Temperature (ECT) sensor to control the EGR

system. The EGR is switched off (EGR throttle valve
The EGR system reduces Nitrogen Oxides (NOX)
closed) if any of the following conditions are present:
engine emissions by introducing cooled exhaust gas
into the air inlet duct. NOX forms during a reaction ï Charge air temperatures is below 10∞C (50∞F)
between nitrogen and oxygen at high temperatures
ï Charge air temperature exceeds 70∞C (158∞F)
during combustion. An Exhaust Lambda Sensor
(ELS) located in the exhaust pipe, monitors the ï Engine coolant temperature exceeds 95∞C
oxygen content in the exhaust gas and provides input (203∞F)
to the Engine Control Module (ECM) to control the
ï During engine retarder control operation
EGR throttle valve.
ï Acceleration/high engine load
The ECM monitors signals from the Manifold Air
Temperature (MAT) sensor and Engine Coolant
EGES-420
1 ENGINE SYSTEMS 21
EGR Flow to the EGR throttle valve based on the Pulse Width
Modulated (PWM) signal from the ECM.
Exhaust gas from the exhaust manifold flows through
the rear EGR tubes to EGR throttle valve. When The ELS is installed in the exhaust pipe in front of
the EGR is activated, the EGR throttle valve opens the aftertreatment fuel injector. The ELS has a heater
and allows exhaust gas to enter the EGR module for element that heats the sensor to its normal operating
cooling. Cooled exhaust gas flows through the front temperature of 780∞C (1436∞F). During initial engine
EGR tubes into the air inlet duct where it is mixed with warm-up the ELS heater element is activated only
filtered intake air. after the engine coolant reaches 40∞C (104∞F) and the
exhaust gas temperature exceeds 100∞C (212∞F) for
EGR Control more than 30 seconds.
The EGR system consists of an EGR module, EGR
EGR Open Loop System
control valve, and Exhaust Lambda Sensor (ELS).
The EGR module contains an EGR throttle valve During the engine warm-up period and before the ELS
which consists of an air actuator cylinder, mounting reaches its normal operating temperature, the EGR
bracket, and valve. Within the air actuator cylinder system operates in open loop. In open loop, the EGR
is an Exhaust Gas Recirculation Position (EGRP) system is controlled by the ECM based on the charge
sensor. air temperature, engine coolant temperature, engine
speed, and load conditions. The EGR actuator
The EGR throttle valve is installed at the rear of the
provides feedback to the ECM on current valve
EGR module on the right side of engine valve cover
position through the EGRP sensor.
and limits the exhaust gas flow into the EGR cooler.
The EGR actuator cylinder uses compressed air EGR Closed Loop System
controlled by the EGR control valve to move and hold
After the ELS reaches its operating temperature, the
position of an exhaust gas flapper valve internal to
EGR system switches to closed loop operation. In
the EGR module. The EGRP sensor located inside
closed loop, the EGR system is controlled by the ECM
the actuator cylinder, monitors and provides an EGR
based on the ELS readings.
control valve position signal to the ECM.
The EGR control valve is connected to the truck
compressed air system and regulates the air supply
EGES-420
22 1 ENGINE SYSTEMS
Aftertreatment (AFT) System
Figure 11 AFT system overview
The AFT system, part of the larger exhaust system, ï Controls engine operating parameters to make
processes engine exhaust to meet emissions regeneration automatic
requirements. The AFT system traps particulate
ï Maintains vehicle and engine performance during
matter (soot) and prevents it from leaving the tailpipe.
regeneration
The AFT system performs the following functions:
ï Monitors exhaust gases and controls engine
Aftertreatment Fuel Injection
operating parameters for emission processing
and failure recognition The aftertreatment system injects fuel into the exhaust
gas to increase the temperature necessary for DPF
ï Cancels regeneration in the event of catalyst or
regeneration. Control of the aftertreatment fuel
sensor failure
injection is done by the Aftertreatment Control
ï Monitors the level of soot accumulation in the Module (ACM). The ACM receives data from the
Diesel Particulate Filter (DPF) and adapts engine aftertreatment sensors directly and determines when
operating characteristics to compensate for regeneration is required.
increased backpressure
EGES-420
1 ENGINE SYSTEMS 23
Figure 12 Aftertreatment fuel injection components

1. Fuel supply assembly 2. Aftertreatment Fuel Injector 3. Hydrocarbon (HC) cut-off valve
(AFI)
Hydrocarbon (HC) Cut-off Valve cut-off valve is connected to the clean side of the low
pressure fuel system as well as to the fuel return line,
The HC cut-off valve is installed on the left side of
and controls the fuel flow to the AFI.
the engine in front of the air compressor. The HC
EGES-420
24 1 ENGINE SYSTEMS
ACM sends a voltage to the AFI solenoid valve to open

and inject fuel into the turbo exhaust pipe.
To protect the AFI internal components, continuous
engine coolant flow through the AFI is maintained by
external coolant supply and return lines.
Diesel Particulate Filter (DPF)

The DPF does the following:
ï Captures and temporarily stores carbon-based
particulates in a filter
ï Allows for oxidation (regeneration) of stored
particulates once loading gets to a particular level
Figure 13 HC cut-off valve (pressure drop)
1. HC cut-off valve ï Provides the required exhaust back pressure drop

2. Aftertreatment Fuel Pressure (AFP) sensor for engine performance
3. Aftertreatment Fuel Supply (AFS) valve ï Stores non-combustible ash
4. Fuel supply from fuel filter housing assembly
5. Aftertreatment Fuel Drain (AFD) valve
6. Fuel return to tank Diesel Oxidation Catalyst (DOC)
7. Fuel supply to AFI
The DOC does the following:
ï Oxidizes hydrocarbons and carbon monoxide
The AFS valve controls the fuel supply to the AFI when (CO) in exhaust stream
regeneration is required. The AFS valve is controlled
by the ACM. ï Provides heat for exhaust system warm-up
The AFP sensor monitors the fuel pressure in the ï Aids in system temperature management for the
aftertreatment fuel system and provides a signal to the DPF
ACM. ï Oxidizes NO into NO2 for passive DPF
The AFD valve is used to relieve the pressure from regeneration
the aftertreatment fuel system. A fuel overpressure
can occur due to fuel thermal expansion inside the AFI
fuel supply line. When the fuel pressure increases, the Aftertreatment System Conditions and
ACM commands the AFD to open and relieve the fuel Responses
pressure into the fuel return to tank line. The operator is alerted of system status either audibly
or with instrument panel indicators. Automatic or
Aftertreatment Fuel Injector (AFI) manual regeneration is required when levels of soot
The AFI is located on the right side of the engine and exceed acceptable limits. For additional information
is installed on the turbo exhaust pipe after the Exhaust see the applicable vehicle Operatorís Manual and the
Lambda Sensor (ELS). vehicle visor placard.
Pressurized fuel is supplied to the AFI from the HC

cut-off valve through the fuel supply assembly. When
the conditions required for regeneration are met, the
EGES-420
1 ENGINE SYSTEMS 25
Fuel Management System
Figure 14 Fuel system

1. Injector (6) 4. Fuel filter housing assembly 7. High pressure pump
2. Engine Control Module (ECM) 5. Fuel primer pump assembly
3. Pressure pipe rail 6. Low pressure fuel pump
The InternationalÆ MaxxForceô 11 and 13 engines fuel filter housing assembly before being supplied
are equipped with a high pressure common rail to a high pressure pump. The high pressure pump
injection system. The common rail fuel injection supplies high pressure fuel to a pressure pipe rail,
system provides fuel under constant high pressure to which feeds the injectors through individual tubes.
the fuel injectors for optimal fuel atomization in the The low pressure fuel pump and the high pressure
combustion chamber. pump are assembled as one gear driven unit.
Fuel is pumped from the tank and through a fuel The fuel system is controlled by the ECM, various
strainer element by a low pressure fuel pump sensors, and the Fuel Pressure Control Valve (FPCV)
mounted on the left side of engine. Fuel flows located in the high pressure pump.
from the low pressure fuel pump through a main
EGES-420
26 1 ENGINE SYSTEMS
In addition to providing high pressure fuel to the

injectors, the fuel system also provides low pressure
filtered fuel to the aftertreatment and cold start assist
systems.
Low Pressure Fuel System
Figure 15 Low pressure fuel system

1. Preliminary filter feed fuel line 8. Injector fuel return 14. Fuel supply to fuel filter
2. Bleeder valve 9. Fuel return line connection
3. Fuel primer pump assembly 10. Filter T-connector fuel line 15. Engine Fuel Pressure (EFP)
4. Fuel filter housing assembly 11. Return from fuel filter connection sensor
5. Fuel supply from tank connector 12. Water drain valve 16. Low pressure fuel pump (part of
6. Fuel return to tank connector 13. Fuel supply to high pressure high pressure pump)
7. Rail pressure relief valve return pump connection
EGES-420
1 ENGINE SYSTEMS 27
The low pressure fuel system pumps fuel from the tank is equipped with an internal pressure regulator that
through the fuel strainer element and separator filter relieves the fuel pressure internally if the pressure
element, then to the high pressure fuel system, cold exceeds 896 kPa (130 psi).
start assist system, and aftertreatment system. The
low pressure fuel system consists of fuel lines, fuel Fuel Filter Housing Assembly
primer pump assembly, low pressure fuel pump, fuel
The fuel filter housing assembly is located on the left
filter housing assembly, and fuel pressure sensor.
side of the engine and has a disposable filter element.
An Engine Fuel Pressure (EFP) sensor is installed on
Fuel Primer Pump Assembly
the front side of the fuel filter housing assembly and it
The fuel is drawn from the tank through the fuel primer measures fuel pressure between the low pressure fuel
pump assembly and into the low pressure fuel pump. pump and the filter element. The fuel filter housing
The fuel primer pump assembly has an integrated assembly also has a drain valve that allows water and
fuel strainer element that can be washed. The fuel dirt to be drained periodically and during filter element
primer pump assembly is manually operated and is replacement. An additional function of the fuel filter
used to prime the low pressure fuel system anytime housing assembly is fuel system self-deaeration. The
the system is emptied. air separated from fuel is pushed back into the fuel
tanks through the return line.
Low Pressure Fuel Pump
The fuel filter housing assembly is equipped with
Fuel is drawn from the fuel primer pump assembly two additional ports to provide filtered fuel to the
into the low pressure fuel pump. The low pressure aftertreatment system and to the cold start assist
fuel pump is flanged to and is driven by the high system. An orifice regulator is integrated into the
pressure pump. The low pressure fuel pump supplies fuel filter housing assembly and regulates the fuel
fuel to the fuel filter housing assembly at pressures pressure for the cold start assist system to 55 kPa (8
varying between 496 kPa (72 psi) at idle, and 896 kPa psi).
(130 psi) at rated speed. The low pressure fuel pump
EGES-420
28 1 ENGINE SYSTEMS
High Pressure Fuel System
Figure 16 High pressure fuel system

1. Pressure pipe (6) 5. Fuel Pressure Control Valve 7. Fuel supply to high pressure
2. Injector (6) (FPCV) (part of high pressure pump threaded union
3. Rail pressure relief valve pump) 8. High pressure pump
4. Pressure pipe rail 6. Fuel return from high pressure 9. Pressure line
pump threaded union 10. Fuel Rail Pressure (FRP) sensor
11. Injection line (6)
Pressurization and injection are separate in the by solenoid valve controlled injectors. The use
common rail injection system. The optimal injection of solenoid valve controlled injectors allows three
pressure is generated by the high pressure pump at injections per cycle.
any engine speed. High pressure fuel quantity from
The first injection is used to reduce combustion noise
high pressure pump is controlled by a proportional
and emissions by introducing a small amount of fuel
valve. The injection timing and quantity are calculated
into the cylinder, preventing a rapid rise in cylinder
in the Engine Control Module (ECM) and implemented
pressure when combustion begins. The first injection
EGES-420
1 ENGINE SYSTEMS 29
occurs only during idling and in partial load mode. designed to reduce pressure pulses caused by the
The second injection is the main injection. This high pressure pump and injectors, and to maintain
injection allows high temperatures to be maintained constant fuel pressure even when large fuel quantities
during combustion, but not long enough to allow are injected into the cylinders. Connection between
generation of large soot amounts. The third injection the pressure pipe rail and injectors are made through
is done during the power stroke to maximize cylinder individual injection lines.
temperature and reduce engine soot generation.
Fuel Rail Pressure (FRP) Sensor
The high pressure fuel system consists of high
pressure pump with integrated Fuel Pressure Control The FRP sensor is a variable resistance sensor that
Valve (FPCV), pressure pipe rail, fuel high pressure monitors the fuel pressure in the high pressure fuel
fuel lines, injectors, FRP sensor, and pressure relief rail.
valve.
The FRP sensor is mounted in the front of the high
pressure pipe rail on the left side of the engine.
High Pressure Pump
The high pressure pump supplies the necessary Pressure Relief Valve
quantity of high pressure fuel for all operating engine
The pressure relief valve maintains the fuel pressure
modes. The high pressure pump is gear driven and is
inside the pressure pipe rail below 179,000 kPa
fuel lubricated. Fuel from the low pressure fuel pump
(26,000 psi). If the high pressure pump fuel output
is forced through the fuel filter housing assembly
exceeds 179,000 kPa (26,000 psi), the pressure
and into the high pressure pump. The flow of fuel
relief valve opens and allows fuel to flow into the
to the suction chamber of the high pressure pump is
fuel return line. With the pressure relief valve open,
controlled by the FPCV in order to control the high
the fuel pressure in the pressure pipe rail drops to
pressure fuel output.
approximately 80,000 kPa (11,600 psi).
Fuel Pressure Control Valve (FPCV)
Injector
The FPCV is a variable position actuator installed
on the suction side of the high pressure pump and
are equipped with electronically controlled injectors.
controls the output fuel pressure. The ECM sends a
During engine operation, injectors are supplied at all
Pulse Width Modulated (PWM) signal to control the
times with high pressure fuel, and the injector solenoid
FPCV. A 100% duty cycle PWM signal corresponds
valves open up to three times per cycle. The injectors
to zero fuel pressure delivery, while a 0% duty cycle
are positioned vertically in the center of the cylinder
PWM corresponds to maximum fuel pressure delivery.
head and are held in place by brackets. The seal
between the injectors and the combustion chamber
Pressure Pipe Rail
consists of a copper washer on the tip of each injector.
The pressure pipe rail is a high pressure fuel storage
unit. The storage volume of the pressure pipe rail is
EGES-420
30 1 ENGINE SYSTEMS
Engine Lubrication System
Figure 17 Oil system overview (typical)

1. Oil module 3. Oil suction line
2. Oil pump 4. Oil return tube
Engine oil pressure is generated by a gerotor oil pump element and cylinder head through an external flange
located inside the front cover and is driven off of the elbow. Oil drains back into the oil module through a
crankshaft gear. The oil module is located on the right separate passage in the external flange elbow, and
side of the engine and houses the oil filter element, into the crankcase from an opening at the rear of the
the oil cooler assembly, and the oil pressure regulator. cylinder head.
Pressurized filtered oil passes between the oil filter
EGES-420
1 ENGINE SYSTEMS 31
Oil Flow and Components
Figure 18 Oil flow

1. Oil filter element 7. Oil supply to air compressor 12. Oil supply to front cover
2. Oil return from cylinder head 8. Oil supply to crankshaft main 13. Oil pump output
3. Oil supply to exhaust valve bearings 14. Oil pressure relief valve
bridge 9. Oil supply to piston oil sprayer 15. Oil supply to oil module
4. Oil supply to rocker gear nozzles 16. Oil return shutoff valve
5. Oil supply to camshaft bearings 10. Oil supply to turbochargers 17. Oil cooler
6. Oil supply to intermediate gears 11. Oil supply to drive housing
EGES-420
32 1 ENGINE SYSTEMS
Figure 19 Oil module flow

1. Oil filter bypass valve (part of oil 5. Oil cooler 10. Oil supply from oil pump
module) 6. Oil return shutoff valve 11. Crankcase breather oil return
2. Oil supply to cylinder head 7. Oil supply to crankcase connection
3. Oil filter element 8. Oil return to crankcase 12. Oil module to crankcase
4. Service oil drain valve 9. Oil pressure relief valve breather connection
Unfiltered oil is drawn from the oil pan through the oil pump and back into the oil pan when the engine
pickup tube and front cover passage by the crankshaft is stopped. If the oil pressure coming out of the oil
driven gerotor pump. The pressurized oil is moved pump is too high, a pressure relief valve allows the
through a vertical crankcase passage and into the oil excess oil to return through the crankcase and into
module. the oil pan before entering the oil cooler.
Inside the oil module, unfiltered oil flows through Oil that exits the oil cooler flows through a return
plates in the oil cooler heat exchanger. Engine coolant shutoff valve that prevents the oil from draining back
flows around the plates to cool the surrounding oil. into the oil pan. From the return shutoff valve, oil
An oil return shutoff valve installed at the exit from the enters the oil filter element and flows from the outside
oil cooler prevents the oil from draining through the to the inside of the filter element to remove debris.
EGES-420
1 ENGINE SYSTEMS 33
When the filter is restricted, an oil filter bypass valve turbochargers. The crankshaft has cross-drillings that
opens and allows oil to bypass the filter so engine direct oil to the connecting rods.
lubrication is maintained. If the oil pressure inside
Oil sprayer nozzles continuously direct cooled oil to
the oil filter element is too high, an oil pressure relief
the bottom of the piston crowns.
valve, located at the bottom of the oil filter element
housing, allows the excess oil to return to the oil pan. The turbochargers are lubricated with filtered oil from
an external supply tube that connects the main oil
After passing through the oil filter element, the oil flow
gallery from the crankcase to the center housing of
is directed to the cylinder head and the crankcase.
each turbocharger. Oil drains back to the oil pan
Clean oil enters cylinder head through an external through the low and high pressure turbocharger oil
flange elbow connected directly to the oil module. return pipes connected to the crankcase.
Inside the cylinder head, oil flows through passages to
A service oil drain valve, located at the bottom of the
lubricate the camshaft bearings, rocker arms, exhaust
filter element cavity, opens automatically when the
valve bridges, and cylinder intermediate gear.
filter element is lifted for replacement, and allows the
Clean oil enters the crankcase directly from the oil oil from the oil filter element cavity to drain into the oil
module to lubricate the crankshaft, high pressure pan.
pump, air compressor, intermediate gears, and
EGES-420
34 1 ENGINE SYSTEMS
Figure 20 Oil module

1. Oil filter cover 12. Oil cooler 23. Adapter lines (electrical
2. O-ring seal 13. Oil cooler gaskets connections)
3. Oil filter element 14. Oil pressure relief valve 24. M6 x 18 hex bolt (2)
4. M8 x 50 hex bolt (3) 15. Oil module 25. Oil return tube
5. Flange elbow 16. Plug seal (2) 26. Straight fitting
6. DMR20/DN14 extension tube 17. M33 x 2 plug (2) 27. Engine Oil Temperature (EOT)
7. DMR37/DN29 extension tube 18. M8 x 80 hex bolt (2) sensor
8. Oil filter bypass valve (part of oil 19. Plug seal 28. M8 x 55 hex bolt (2)
module) 20. M38 x 1.5 plug 29. O-ring seal
9. Gasket for flange elbow 21. BS-16.7 x 24.0 O-ring seal 30. O-ring seal
10. Seal 22. Engine Oil Pressure (EOP) 31. Breather cup
11. M10 x 1.0 plug sensor 32. M6 bolt with washer (2)
The oil module contains a canister style filter, the oil system through the breather cup at the top of the
cooler, the EOP and EOT sensors, a pressure relief oil module housing. The oil that separates from the
valve, an oil filter bypass valve, and an oil return crankcase emissions before it reaches the breather
shutoff valve. The oil module housing also collects, system is drained back into the oil pan through the oil
and then directs crankcase emissions to the breather return tube.
EGES-420
1 ENGINE SYSTEMS 35
Engine Cooling System

Cooling System Components
Figure 21 Cooling system components

1. Aftertreatment Fuel Injector 7. Low Temperature Radiator (LTR) 15. LPCAC
(AFI) coolant supply line coolant supply pipe 16. Distributor case
2. Low Pressure Charge Air Cooler 8. Coolant return from LTR 17. Coolant elbow (return from
(LPCAC) supply coolant pipe 9. Coolant elbow (supply to radiator)
3. Coolant elbows (supply to EGR radiator) 18. Surge tank line connector
cooler) 10. LPCAC return coolant pipe 19. Charge Air Cooler (CAC) return
4. High Pressure Charge Air Cooler 11. Thermostat housing assembly coolant pipe
(HPCAC) return coolant pipe 12. Coolant Mixer Valve (CMV) 20. AFI coolant return line
5. HPCAC supply coolant pipe 13. Coolant Flow Valve (CFV)
6. HPCAC 14. Water pump
EGES-420
36 1 ENGINE SYSTEMS
Cooling System Flow
Figure 22 Cooling system flow
The water pump is located on the distributor case and and combustion chambers to absorb heat from
draws coolant from the radiator through the coolant combustion.
inlet at the lower right side of the distributor case.
Coolant exiting the crankcase and cylinder head at
The InternationalÆ MaxxForceô 11 and 13 engines the rear of the engine is directed through an external
have no coolant passages between the crankcase coolant elbow to the Exhaust Gas Recirculation (EGR)
and cylinder head through the cylinder head gasket. module. Coolant passes between the EGR cooler
This design eliminates the possibility of coolant plates, travels parallel to the exhaust flow, and exits
leaks at the cylinder head gasket. Coolant in into the distributor case. A deaeration port on the top
and out of the crankcase and cylinder head is of the EGR module directs coolant and trapped air
directed through external passages. Coolant flows towards the coolant surge tank.
through the crankcase and cylinder head from front
Coolant from the pump also flows through the
to rear. This coolant flows around the cylinder liners
HPCAC and the LPCAC to regulate the charge air
temperature. Flow through the charge air coolers
EGES-420
1 ENGINE SYSTEMS 37
is controlled by the Coolant Mixer Valve (CMV) and The thermostat housing assembly has two outlets.
Coolant Flow Valve (CFV). Depending on the coolant One directs coolant to the radiator when the engine is
temperature, CMV sends coolant through the Charge at operating temperature. The second outlet directs
Air Coolers (CACs), or indirectly to the CACs, after coolant to the water pump until the engine reaches
going through the Low Temperature Radiator (LTR) operating temperature. The thermostats begin to
located in front of the main coolant radiator. When open at 83∞C (181∞F) and are fully open at 91∞C
the charge air temperature is too low, CMV bypasses (196∞F).
the LTR and directs all the coolant through the CACs.
When engine coolant is below the 83∞C (181∞F) the
When the charge air temperature increases, CMV
thermostats are closed, blocking coolant flow to the
directs a percentage of the coolant to the LTR before
radiator. Coolant is forced to flow through a bypass
it enters the CACs to cool the charge air. If the engine
port back to the water pump.
coolant temperature is too high, CMV sends all of the
coolant flow through the LTR and through the CACs When coolant temperature reaches the opening
to help cool the engine faster. temperature of 83∞C (181∞F) the thermostats open
allowing some coolant to flow to the radiator. When
Both coolant valves are controlled by the Engine
coolant temperature exceeds 91∞C (196∞F), the lower
Control Module (ECM) based on signals from the
seat blocks the bypass port directing full coolant flow
Engine Coolant Temperature (ECT) sensor, ECT2
to the radiator.
sensor, and the Manifold Air Pressure/Intake Air
Temperature 2 (MAP/IAT2) sensors.
Coolant flow to the radiator is controlled by two Coolant Control Valve (CCV) operation
thermostats. When the thermostats are closed, The CCV is installed on the upper right side of the
coolant flowing out of the EGR cooler is directed distributor housing and controls the coolant flow to the
through a bypass port inside the front cover into the CACs.
water pump. When the thermostats are open the
bypass port is blocked, and coolant is directed from The CCV has two separate solenoid actuated valves;
the engine into the radiator. CMV, and CFV. The CMV and the CFV are part of
the CCV assembly and cannot be serviced separately.
Coolant passes through the radiator and is cooled The CMV and CFV solenoids are controlled by two
by air flowing through the radiator from ram air and separate Pulse Width Modulated (PWM) signals from
operation of the coolant fan. The coolant returns to the ECM. The PWM signal duty cycles vary between
the engine through the inlet elbow. 0% and 100% depending on the coolant and charge
The air compressor is cooled with coolant supplied by air temperature.
a hose from the left side of the crankcase. Coolant
passes through the air compressor cylinder head and CFV
returns through a passage inside the crankcase to the The CFV is installed on the lower side of CCV
distributor case. and controls the amount of coolant flow through
The oil module receives coolant from a passage in the LPCAC and HPCAC. If the engine coolant
the crankcase. Coolant passes between the oil cooler temperature is too low, the CFV closes to reduce the
plates and returns back to the water pump suction coolant flow through the CACs.
passage located in the front cover.
CMV
The CMV is installed on the upper side of CCV
Thermostat Operation and controls the coolant flow through the LTR.
The InternationalÆ MaxxForceô 11 and 13 engines When the temperature of the charge air and coolant
are fitted with two thermostats in a common housing coming out of the CACs is low, the CMV directs the
to ensure sufficient coolant flow in all operating coolant through a LTR bypass directly into the CACs.
conditions. The thermostats are located at the top of This helps the engine reach its normal operating
the distributor case. temperature faster. If the temperature of the charge
air and coolant coming out of the CACs is high, the
CMV directs the coolant flow through the LTR. This
EGES-420
38 1 ENGINE SYSTEMS
prevents an overheating of the charge air cooler

which can result in failure of the CACs.
EGES-420
1 ENGINE SYSTEMS 39
Engine Retarder System

The engine retarder system is optional equipment
for all engine displacements. The engine retarder
system uses exhaust back pressure and engine oil
pressure to improve the engine braking power by
holding the exhaust valves slightly open during the
cylinder compression and power strokes.
During engine retarder operation, both the
compression and expansion strokes of the power
cylinders are used to absorb road speed energy
through the powertrain.
The operator can enable or disable the engine
retarder by pressing a dash mounted ON/OFF switch.
Engine Retarder Control System Components
Figure 23 Engine retarder control system ñ external components

1. Exhaust manifold with butterfly 5. Ring union 9. Pressure air line
2. DMR 114 profiled clamp 6. Size 6 hollow screw 10. M8 x 16 x 20 stud bolt
3. M8 x 55 hex bolt (2) 7. 10 x 1.35 seal (2) 11. Pressure line
4. Retarder control 8. Air supply line assembly 12. Straight union
EGES-420
40 1 ENGINE SYSTEMS
Figure 24 Engine retarder control system ñ internal components

1. Valve bridge orifice 5. Rocker arm 10. Engine retarder piston
2. Engine retarder adjusting screw 6. Valve cover 11. Spring
3. Exhaust valve lash adjusting 7. Camshaft 12. Plug
screw 8. Oil passage 13. Counterpiece
4. Exhaust valve bridge 9. Check valve
Retarder Control The retarder control is installed on the lower right side
of the engine.
The retarder control is a proportional valve that
controls the compressed air supply to the butterfly
Engine Retarder Exhaust Manifold
valve actuator located in the exhaust manifold.
Compressed air is supplied to the retarder control The engine retarder exhaust manifold is located in
from the truck air system. the exhaust system on the right side of the engine,
immediately after the low pressure turbocharger. A
The retarder control has an integrated exhaust back
butterfly valve inside the engine retarder exhaust
pressure sensor that is connected to the retarder
manifold is open and closed by an external air
exhaust manifold through a pressure line. The
controlled actuator. Compressed air to the actuator is
retarder control monitors the exhaust back pressure
provided through the retarder control.
and automatically adjusts the butterfly valve position
to achieve optimum exhaust back pressure for
maximum engine retarder efficiency.
EGES-420
1 ENGINE SYSTEMS 41
Engine Retarder Counterpiece and Exhaust Valve slightly during retarder operation. As the exhaust
Bridge valve opens slightly, a spring pushes the engine
retarder piston inside the exhaust valve bridge forcing
The engine retarder control system uses engine oil
it to follow the exhaust valve stem. As the engine
pressure to hold the exhaust valves slightly open
retarder piston is pushed down, the engine oil supplied
during engine retarding. Pressurized engine oil
through the rocker arm passage fills the space behind
is supplied through the rocker arms to the engine
the engine retarder piston. A check valve inside
retarder piston located inside the exhaust valve
the exhaust valve bridge and an orifice blocked by
bridge. A spring located inside the valve bridge
the engine retarder adjusting screw prevent the oil
ensures that the valve bridge and the exhaust rocker
from backing up, causing a hydraulic lock behind the
arm are in contact at all times during engine operation,
engine retarder piston. The locked engine retarder
to ensure continuous oil supply to the engine retarder
piston holds the exhaust valve slightly open until the
piston. The spring height is taken into consideration
next exhaust stroke. At the beginning of the exhaust
when the valve lash is adjusted, and requires the
stroke, the camshaft lobe pushes the rocker arm onto
technician to fully compress the spring before setting
the exhaust valve bridge opening the exhaust valves
the exhaust valves lash. The spring also pushes the
completely. As the valve bridge is pushed down by
engine retarder piston onto the exhaust valve stem.
the rocker arm, the orifice located in the valve bridge
The counterpiece has a retarder lash adjusting screw
above the engine retarder piston opens and bleeds
that blocks the orifice located on the valve bridge.
off the oil that caused the hydraulic lock inside the
When the rocker arm pushes the valve bridge to open
valve bridge. At the end of the exhaust stroke, the
the exhaust valves, the orifice allows the release of
exhaust valve closes completely and, if the engine
oil pressure inside the valve bridge.
retarder is still activated, the cycle repeats on all
power cylinders.
Engine Retarder System Operation When the engine retarder is deactivated, the butterfly
valve opens, releases the exhaust back pressure, and
When the engine retarder is operated, the engine
the exhaust valves return to normal operation at the
retarder butterfly valve in the exhaust system is
next exhaust stroke.
closed and exhaust back pressure builds up in the
cylinder head exhaust ports. The increased exhaust
back pressure forces the exhaust valves to open
EGES-420
Preliminary (Closed Breather System - September 2008
42 1 ENGINE SYSTEMS
Closed Crankcase Breather System

Closed Crankcase Breather System Components
Figure 25 Closed crankcase breather system

1. Breather outlet tube assembly 3. CDR hose assembly 6. Service breather assembly
2. Crankcase Depression 4. Cyclone breather 7. Breather inlet tube assembly
Regulator (CDR) valve 5. Oil return tube assembly
Closed Crankcase Breather System Operation combusted in the engine, and finally treated by the
engine aftertreatment system in the exhaust system.
The closed crankcase breather system is designed
to control crankcase pressure and reduce engine The primary component of the system is the breather
emissions by cleaning and reintroducing blow-by filter, located in the service breather assembly. The
gases into the air inlet. In a normally open crankcase breather filter is designed to separate oil mist from the
system, the blow-by gases are allowed to escape blow-by gases.
to the environment. In the new closed system, the
The blow-by gases exit the crankcase on the upper
blow-by gases are cleaned by the breather filter,
side of the oil module and enter the breather system
EGES-420
1 ENGINE SYSTEMS 43
through the breather inlet tube. From the breather The cleaned crankcase gas from the cyclone breather
inlet tube, the crankcase gases enter the service is directed into the CDR valve and then into the
breather assembly where heavy oil particles are turbocharger air intake. The CDR valve limits the
separated and drained back into the oil pan through amount of vacuum that the air intake system can pull
check valve equipped oil return tubes. on the crankcase. Near zero crankcase pressures
are desirable as they promote good gasket sealing
From the service breather assembly the crankcase
and good turbochargers oil drainage. During engine
gases pass through a cyclone breather that passively
operation, crankcase pressure can be slightly positive
spins the air to help remove any remaining fine oil mist.
or slightly negative depending upon engine speed
All oil captured by the cyclone breather also returns to
and load.
the oil pan through the oil return tubes.
EGES-420
44 1 ENGINE SYSTEMS
Cold Start Assist System

Cold Start Assist System Components
Figure 26 Cold start assist system

1. Glow plug 3. Cold start supply tube 5. MV-glow plug fuel line
2. Cold Start Relay (CSR) 4. Cold Start Solenoid (CSS) valve
EGES-420
1 ENGINE SYSTEMS 45
Glow Plug Cold Start Solenoid (CSS) Valve

The glow plug is connected to the MV-glow plug fuel The CSS valve is located on the left side of the
line. The function of the glow plug is to heat the intake engine and is controlled by the EIM. The CSS valve
air by vaporizing and igniting fuel in the air inlet duct. is supplied with low fuel pressure regulated fuel from
the fuel filter housing assembly through the cold start
supply tube.
When the EIM provides battery voltage to the CSS
valve, the solenoid opens and allows fuel to flow to
the glow plug through the MV-glow plug fuel line.
Cold Start Assist System Operation

The cold start assist system operates only in
temperatures lower than 11°C (52°F).
When the truck operator turns the ignition key on, the
wait to start lamp in the instrument cluster illuminates.
Based on the temperature reading from the Engine
Coolant Temperature (ECT) sensor, the EIM activates
the Cold Start Relay (CSR). The CSR then energizes
Figure 27 Glow plug the glow plug for approximately 40 seconds, or
1. Electrical connection approximately 100 seconds if the truck is operated at
2. Insulation altitudes of over 5000 ft above sea level.
3. MV-glow plug fuel line connection Once the glow plug is heated to approximately 900°C
4. Metering device (1650°F), the wait to start lamp starts to flash and
5. Vaporizer filter the operator needs to engage the starter. When
6. Vaporizer tube the engine starts rotating, the CSS valve opens and
7. Heater element allows fuel to enter the glow plug through the MV-glow
8. Protective sleeve plug fuel line. Inside the glow plug, the fuel passes
through the vaporizer tube. The vaporized fuel then
mixes with the intake air and ignites in contact with
The glow plug has an internal fuel metering device, the heater element.
a vaporizer filter, a vaporizer tube, a heater element,
and a protective sleeve. The protective sleeve has Once the engine starts the glow plug remains
holes that allows enough air to pass through the glow energized and fuel continues to be injected, and the
plug to enable the fuel vapor combustion. At the same wait to start lamp continues to flash for approximately
time the protective sleeve prevents the intake air flow two minutes. When the wait to start lamp stops
from extinguishing the combustion process. flashing, the glow plug and the CSS valve are
deactivated. If the operator accelerates while the
The glow plug is installed on the left front side of the wait to start lamp flashes, the increase intake air
engine in the air inlet duct. flow extinguishes the combustion at the glow plug
and reduces the effectiveness of the cold start assist
Cold Start Relay (CSR) system.
The CSR is located on the left side of the engine
above the Engine Control Module (ECM). The CSR
provides voltage to the glow plug and is controlled by
the Engine Interface Module (EIM).
EGES-420
46 1 ENGINE SYSTEMS
Electronic Control System Continuous calculations in the control modules occur

in the foreground and background.
Electronic Control System Components
ï Foreground calculations are faster than
background calculations and are normally more
are equipped with three control modules; Engine
critical for engine operation. Engine speed control
Control Module (ECM), Engine Interface Module
is an example.
(EIM) and Aftertreatment Control Module (ACM).
ï Background calculations are normally variables
that change at slower rates. Engine temperature
Operation and Function is an example.
The control modules monitor and control engine Diagnostic Trouble Codes (DTCs) are set by the
performance to ensure maximum performance and microprocessor if inputs or conditions do not comply
adherence to emissions standards. The ECM, EIM, with expected values.
and ACM perform the following functions:
Diagnostic strategies are also programmed into the
ï Provide reference voltage (VREF) control modules. Some strategies monitor inputs
continuously and command the necessary outputs for
ï Condition input signals
correct performance of the engine.
ï Process and store control strategies
ï Control actuators
Microprocessor Memory
The ECM microprocessor includes Read Only
Reference Voltage (VREF) Memory (ROM) and Random Access Memory (RAM).
The control modules supply 5 volt VREF signals to
ROM
input sensors in the electronic control system. By
comparing the 5 volt VREF signal sent to the sensors ROM stores permanent information for calibration
with their respective returned signals, the control tables and operating strategies. Permanently stored
modules determine pressures, positions, and other information cannot be changed or lost when the
variables important to engine and vehicle functions. ignition switch is turned to OFF or when power to
the control modules is interrupted. ROM includes the
following:
Signal Conditioner
ï Vehicle configuration, modes of operation, and
The signal conditioner in the internal microprocessor options
converts analog signals to digital signals, squares up
ï Engine Family Rating Code (EFRC)
sine wave signals, or amplifies low intensity signals to
a level that the control modules microprocessors can ï Engine warning and protection modes
process.
RAM
RAM stores temporary information for current engine
Microprocessor
conditions. Temporary information in RAM is lost
The control modules microprocessors store operating when the ignition switch is turned to OFF or power
instructions (control strategies) and value tables to control module is interrupted. RAM information
(calibration parameters). The control modules includes the following:
compare stored instructions and values with
ï Engine temperature
conditioned input values to determine the correct
strategy for all engine operations. ï Engine rpm
ï Accelerator pedal position
EGES-420
1 ENGINE SYSTEMS 47
Actuator Control Retarder Control

The ECM controls the actuators by applying a low The retarder control is a proportional valve with
level signal (low side driver) or a high level signal (high integrated exhaust back pressure sensor that controls
side driver). When switched on, both drivers complete the butterfly valve in the retarder exhaust manifold.
a ground or power circuit to an actuator.
The retarder control regulates the amount of air
Actuators are controlled in one of the following ways, pressure applied to the pneumatic cylinder. The
depending upon type of actuator: pneumatic cylinder actuates the engine retarder
butterfly valve in the exhaust system in response to
ï Duty cycle (percent time on/off)
commands by the ECM.
ï Controlled pulse width
The retarder control is mounted on a bracket on the
ï Switched on or off lower right side of the engine, near the front.
ï CAN messages
Exhaust Gas Recirculation (EGR) Control Valve
Actuators The EGR control valve controls the EGR throttle valve.
Control modules control engine operation with the The EGR control valve receives the desired EGR
following: position from the ECM to activate the EGR throttle
valve for exhaust gas recirculation. The EGR control
ï Coolant Mixer Valve (CMV) valve then regulates the amount of air pressure
ï Coolant Flow Valve (CFV) applied to the pneumatic actuator that controls the
flow of exhaust gases through the EGR system.
ï Retarder control
The EGR control valve is mounted to the EGR module
ï Exhaust Gas Recirculation (EGR) control valve on top of the engine.
ï Exhaust Gas Recirculation Position (EGRP)
sensor
Exhaust Gas Recirculation Position (EGRP)
ï Boost Control Solenoid (BCS) valve Sensor
ï Cold Start Relay (CSR) The EGRP sensor monitors the position of the EGR
ï Cold Start Solenoid (CSS) valve throttle valve.
ï Intake Throttle Valve (ITV) The closed loop control system uses the EGR
position signal. The ECM monitors the EGRP signal
ï Fuel Pressure Control Valve (FPCV) and determines the amount of air pressure the EGR
control valve should then provide to the EGR throttle
valve actuator.
Coolant Mixer Valve (CMV) and Coolant Flow
Valve (CFV) The EGRP sensor is contained within the EGR throttle
valve actuator on the right side of the EGR module at
The CMV and CFV are a combined solenoid assembly the top right side of the engine. The EGRP sensor is
that regulate coolant flow and temperature through the not serviced individually.
Charge Air Coolers (CACs).
CFV controls the rate of coolant flow through the
Boost Control Solenoid (BCS) Valve
CACs and CMV regulates the temperature of the
coolant, by directing the coolant either through the The BCS valve controls the boost control actuator on
low temperature radiator or through an internal the high pressure turbocharger.
bypass. Both valves are controlled by the ECM.
The BCS valve either applies air pressure to the
The CMV and CFV are mounted on the Coolant boost control actuator, or vents system pressure to
Control Valve (CCV), which is located on the right the atmosphere, in response to commands from the
side of the front cover. ECM.
EGES-420
48 1 ENGINE SYSTEMS
The BCS valve is mounted on a bracket on the lower The FPCV changes valve position through pulse width
right side of the engine, near the front. modulated signals from the ECM. It controls the flow
of fuel to the suction side of the high pressure pump.
Cold Start Relay (CSR) The FPCV is mounted on the upper side of the high
pressure pump. They are serviced as an assembly.
The cold start assist system aids cold engine starting
by warming the incoming air supply prior to, and
during, cranking. Engine and Vehicle Sensors
The EIM is programmed to energize the glow Thermistor Sensor
plug elements through the CSR while monitoring
certain programmed conditions for engine coolant
temperature, intake air temperature, engine oil
temperature, and atmospheric pressure.
The EIM activates the CSR. The relay delivers
battery voltage (VBAT) to the heater element for a set
time, depending on engine coolant temperature and
altitude. The ground circuit is supplied directly from
the battery ground at all times. The relay is controlled
by switching on a voltage source from the EIM.
Cold Start Solenoid (CSS) Valve

The CSS valve controls the fuel flow to the glow plug
during cold start assist operation.
Figure 28 Thermistor
When the cold start assist is required, the EIM
provides voltage to open the CSS valve during
cranking. A thermistor sensor changes electrical resistance with
changes in temperature. Resistance in the thermistor
The CSS valve is mounted on the air inlet duct on the
decreases as temperature increases, and increases
top left side of the engine.
as temperature decreases. Thermistors work with a
resistor that limits current in the control module to a
Intake Throttle Valve (ITV) voltage signal matched with a temperature value.
The ITV is a variable position actuator that restricts The top half of the voltage divider is the current limiting
intake air flow by way of an internal butterfly valve resistor inside the control module. A thermistor
to help heat the exhaust aftertreatment during sensor has two electrical connectors, signal return
regeneration, and to assist when heavy EGR is and ground. The output of a thermistor sensor is a
requested. non-linear analog signal.
The ITV changes butterfly valve position in response Thermistor type sensors include the following:
to ECM signals. The ITV contains an internal position ï Aftertreatment temperature sensors
sensor that monitors butterfly valve position and
transmits a position signal to the ECM. ï Engine Coolant Temperature (ECT) sensors
The ITV is mounted on the air inlet duct on the top ï Engine Oil Temperature (EOT) sensor
front of the engine. ï Intake Air Temperature (IAT) sensor
ï Manifold Absolute Pressure/ Intake Air
Fuel Pressure Control Valve (FPCV) Temperature 2 (MAP/IAT2) Sensor
The FPCV is a variable position actuator that ï Manifold Air Temperature (MAT) sensor
regulates fuel pressure in the pressure pipe rail.
EGES-420
1 ENGINE SYSTEMS 49
Aftertreatment Temperature Sensors The EOT signal is monitored by the ECM for cold
start assist, EGR control valve operation, and engine
Three sensors used in the Aftertreatment System
fueling calculations.
include the following:
The EOT sensor is installed in the side of the oil
ï Exhaust Gas Temperature 1 (EGT1) sensor
module, on the right side of the engine.
ï EGT2 sensor
Intake Air Temperature (IAT) Sensor
ï EGT3 sensor
The Engine Interface Module (EIM) monitors the IAT
The EGT1 sensor provides a feedback signal to
signal to control injector timing and fuel rate during
the Aftertreatment Control Module (ACM) indicating
cold starts. The IAT signal is also used to control EGR
Diesel Oxidation Catalyst (DOC) inlet temperature.
position and intake throttle control. The IAT sensor is
The EGT1 sensor is the first temperature sensor
installed in the intake tube next to the air cleaner, on
installed past the turbocharger and just before the
top of the engine.
DOC.
The EGT2 sensor provides a feedback signal to Manifold Absolute Pressure/Intake Air
the ACM indicating Diesel Particulate Filter (DPF) Temperature 2 (MAP/IAT2) Sensor
inlet temperature. The EGT2 sensor is the second
The MAP/IAT2 sensor is used to measure the absolute
temperature sensor installed past the turbocharger
charge-air pressure and intake air temperature.
and just after the DOC.
The MAP/IAT2 sensor is installed in the ITV on top of
The EGT3 sensor provides a feedback signal to the
the engine.
ACM indicating DPF outlet temperature. The EGT3
sensor is the third temperature sensor installed past
Manifold Air Temperature (MAT) Sensor
the turbocharger and just after the DPF.
The MAT sensor is a thermistor sensor that monitors
During a catalyst regeneration, the ACM and the ECM
the temperature of recirculated exhaust gas.
monitor all three sensors along with the EGR system
and ITV. EGR operation is shut down under certain
temperature conditions, to prevent sulphurous acids
Engine Coolant Temperature (ECT) Sensor from condensing under cold charge-air temperatures
and to protect the engine from excessively hot intake
The ECT sensor is a thermistor sensor that detects
air in the event of an EGR fault.
engine coolant temperature.
The MAT sensor is installed in the intake channel of
This engine has two ECT sensors. The ECT sensor is
the cylinder head, on the left side of the engine.
installed in the underside of the EGR coolant elbow at
the back of the engine. The ECT2 sensor is installed
in the Charge Air Cooler (CAC) coolant return pipe on
Variable Resistance Sensor
the upper right side of the engine.
The ECT and ECT2 signals are monitored by the ECM
for operation of the instrument panel temperature
gauge, coolant temperature compensation, charge
air temperature control, optional Engine Warning
Protection System (EWPS), and the wait to start
lamp. The ECM uses ECT sensor input as a backup,
if EOT sensor values are out of range.
Engine Oil Temperature (EOT) Sensor

The EOT sensor is a thermistor sensor that detects
engine oil temperature.
Figure 29 Variable resistance sensor
EGES-420
50 1 ENGINE SYSTEMS
Variable resistance sensors measure pressure. The The EOP sensor is installed in the side of the oil
pressure measured is applied to a ceramic material. module, on the right side of the engine.
The pressure forces the ceramic material closer to a
thin metal disk. This action changes the resistance of Fuel Rail Pressure (FRP) Sensor
the sensor.
The FRP sensor is a variable resistance sensor that
The sensor is connected to the control module through monitors the fuel pressure in the pressure pipe rail.
the VREF, signal, and signal ground wires.
The FRP sensor measures the fuel pressure just prior
The sensor receives the VREF and returns an analog to injection.
signal voltage to the control module. The control
The FRP sensor is mounted in the front of the pressure
module compares the voltage with pre-programmed
pipe rail on the left side of the engine.
values to determine pressure.
Variable resistance sensors include the following:
Magnetic Pickup Sensor
ï Exhaust Gas Differential Pressure (EGDP) sensor
A magnetic pickup sensor contains a permanent
ï Engine Fuel Pressure (EFP) sensor magnet core that is surrounded by a coil of wire.
The sensor generates a voltage signal through the
ï Engine Oil Pressure (EOP) sensor
collapse of a magnetic field that is created by a
ï Fuel Rail Pressure (FRP) sensor moving metal trigger. The movement of the trigger
then creates an AC voltage in the sensor coil.
Exhaust Gas Differential Pressure (EGDP) Sensor
Magnetic pickup sensors used include the following:
The EGDP sensor provides a feedback signal to the
ï Crankshaft Position (CKP) sensor
Aftertreatment Control Module (ACM) indicating the
pressure difference between the inlet and outlet of ï Camshaft Position (CMP) sensor
the particulate filter. During a catalyst regeneration,
ï Vehicle Speed Sensor (VSS)
the ACM and the ECM monitor this sensor along with
three aftertreatment system thermistor sensors, the
Crankshaft Position (CKP) Sensor
EGR system, and the ITV.
The CKP sensor is a magnetic pickup sensor that
The EGDP sensor is a differential pressure sensor
indicates crankshaft speed and position.
with two tap-offs installed past the turbocharger. A
tap-off is located before and after the DPF. The CKP sensor sends a pulsed signal to the Engine
Control Module (ECM) as the crankshaft turns. The
Engine Fuel Pressure (EFP) Sensor CKP sensor reacts to a 60 tooth timing disk machined
into the flywheel. For crankshaft position reference,
The EFP sensor is a variable resistance sensor that
teeth 59 and 60 are missing. By comparing the CKP
measures fuel supply pressure.
signal with the CMP signal, the ECM calculates engine
The EFP sensor provides feedback to the ECM for the rpm and timing requirements.
low pressure fuel system.
The CKP sensor is installed in the top left of the
The EFP sensor is installed in the front of the fuel filter flywheel housing.
housing assembly on the left side of the engine.
Camshaft Position (CMP) Sensor
Engine Oil Pressure (EOP) Sensor
The CMP sensor is a magnetic pickup sensor that
The EOP sensor is a variable resistance sensor that indicates camshaft speed and position.
detects engine oil pressure.
The CMP sensor sends a pulsed signal to the ECM
The EOP signal is monitored by the ECM for operation as a toothed wheel on the camshaft rotates past the
of the instrument panel pressure gauge and optional CMP sensor. The ECM calculates camshaft speed
EWPS. and position from CMP signal frequency.
EGES-420
1 ENGINE SYSTEMS 51
The CMP sensor is installed in the left rear of the Accelerator Position Sensor (APS)
cylinder head.
The APS provides the EIM with a feedback signal
(linear analog voltage) that indicates the operatorís
Vehicle Speed Sensor (VSS)
demand for power. The APS is installed in the cab
The VSS provides the EIM with transmission tail shaft on the accelerator pedal.
speed by sensing the rotation of a 16 tooth gear on
the rear of the transmission. The detected sine wave
signal (AC) received by the EIM, is used with tire size Switches
and axle ratio to calculate vehicle speed. The VSS is
located on the left side of the transmission housing for
automatic transmissions, or at rear of the transmission
housing for manual transmissions.
Potentiometer
Figure 31 Switch
Switch sensors indicate position, level, or status.

They operate open or closed, regulating the flow of
current. A switch sensor can be a voltage input switch
or a grounding switch. A voltage input switch supplies
the control module with a voltage when it is closed.
A grounding switch grounds the circuit when closed,
causing a zero voltage signal. Grounding switches
are usually installed in series with a current limiting
resistor.
Switches include the following:
ï Driveline Disengagement Switch (DDS)
Figure 30 Potentiometer
ï Engine Coolant Level (ECL)
ï Idle Validation Switch (IVS)
A potentiometer is a variable voltage divider that
senses the position of a mechanical component. Driveline Disengagement Switch (DDS)
A reference voltage is applied to one end of the
potentiometer. Mechanical rotary or linear motion The DDS determines if a vehicle is in gear. For
moves the wiper along the resistance material, manual transmissions, the clutch switch serves as
changing voltage at each point along the resistive the DDS. For automatic transmissions, the neutral
material. Voltage is proportional to the amount of indicator switch or datalink communication functions
mechanical movement. as the DDS.
The engine has one potentiometer, the Accelerator

Position Sensor (APS).
EGES-420
52 1 ENGINE SYSTEMS
Engine Coolant Level (ECL) Switch Exhaust Lambda Sensor (ELS)

The ECL switch is part of the Engine Warning The ELS monitors oxygen levels in exhaust gases.
Protection System (EWPS). The ECL switch is
The ELS is used to tune the engine operation to a
located on the deaeration tank. When the magnetic
specified air-to-fuel ratio in the exhaust.
switch is open, the tank is considered full of coolant.
The ELS compares oxygen levels in the exhaust
If engine coolant is low, the switch closes and the red
stream with oxygen levels in the outside air. It
ENGINE lamp on the instrument panel is illuminated.
then generates a voltage that is transmitted to the
ECM. The level of voltage generated by the ELS
Idle Validation Switch (IVS)
corresponds to the oxygen levels in the exhaust
The IVS is a redundant switch that provides the stream.
Engine Interface Module (EIM) with a signal that
The ELS is installed in the turbo exhaust pipe, directly
verifies when the APS is in the idle position. The IVS
after the exhaust valve with butterfly.
is located on the APS.
EGES-420
2 ENGINE AND VEHICLE FEATURES 53
Table of Contents
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55

Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
American Trucking Association (ATA) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Controller Area Network (CAN) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Cold Start Assist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Coolant Temperature Compensation (CTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Change Engine Oil Interval Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Electronic Fan (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Engine Retarder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Road Speed Limiting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
EGES-420
54 2 ENGINE AND VEHICLE FEATURES
EGES-420
Standard Features ï Transmission and clearing of DTCs

Electronic Governor Control ï Diagnostics and troubleshooting
InternationalÆ engines are electronically controlled for ï Intermodule communication between the:
all operating ranges.
ï ECM
ï EIM
American Trucking Association (ATA) Datalink
ï Automatic transmission controller
Vehicles are equipped with the ATA datalink for
ï Instrument cluster
communication between the Engine Interface Module
(EIM), the Transmission Control Module (TCM) ï Electronic System Controller (ESC) module
(automatic transmission only) and the Electronic
ï ACM
Service Tool (EST). The ATA datalink is accessed
through the vehicle diagnostic connector. ï EST
The ATA datalink supports: ï Programming engine and vehicle features
ï Transmission of engine parameter data ï Programming calibrations and strategies
ï Transmission and clearing of Diagnostic Trouble For additional information, see CAN Communications
Codes (DTCs) (Controller Area Network) (Public) (page 258) in
ìElectronic Control Systems Diagnosticsî section in
ï Diagnostics and troubleshooting
this manual.
ï Programming performance parameter values
ï Programming engine and vehicle features Service Diagnostics
ï Programming calibrations and strategies in the The EST provides diagnostic information using the
EIM ATA datalink. The EST requires MasterDiagnosticsÆ
software provided by International®.
For additional information, see ATA Datalink (page
250) in ìElectronic Control Systems Diagnosticsî Faults from sensors, actuators, electronic
section in this manual. components, and engine systems are detected by
the ECM and EIM. The faults are then accessed by
the EST through the EIM as DTCs. Effective engine
Controller Area Network (CAN) Datalink diagnostics require and rely on DTCs.
The vehicle is equipped with two CAN networks:
Event Logging System
ï The public CAN is used for diagnostics and
calibration for the Engine Interface Module The event logging system records engine operation
(EIM), Engine Control Module (ECM) and the above maximum rpm (overspeed), coolant
Aftertreatment Control Module (ACM). temperature out of operational range, low coolant
level, or low oil pressure. The readings for the
ï The private CAN is used for communications
odometer and hourmeter are stored in the ECM
between the EIM, ECM and the ACM. The
memory at the time of an event and can be retrieved
private CAN is not accessible through the vehicle
using the EST.
diagnostic connector.
The public CAN is accessed through the vehicle
Electronic Speedometer and Tachometer
diagnostic connector pins C and D. The public CAN
provides communication between the EIM and the The engine control system calibrates vehicle speed
Electronic Service Tool (EST). up to 157,157 pulses per mile. The calculated vehicle
speed is a function of transmission tail shaft speed,
The CAN datalink supports:
number of teeth on the tail shaft, rear axle ratio,
ï Transmission of engine parameter data and tire revolutions per mile. Use the EST with
EGES-420
MasterDiagnosticsÆ software to program new speed below 10°C (50°F) the ECM activates the fast idle
calibrations into the EIM. advance.
The tachometer signal is generated by the ECM by Fast idle advance increases engine idle speed up to
computing the signals from the Camshaft Position 700 rpm for a period of up to 100 seconds to assist
(CMP) sensor and the Crankshaft Position (CKP) in faster warm-up to operating temperature. This
sensor. The calculated engine speed is then sent to occurs by the ECM monitoring the engine coolant
the instrument cluster through the J1939 Public Data temperature and adjusting the fuel injector operation
Link. accordingly.
Low idle speed is resumed when the engine coolant
temperature reaches temperatures above 10∞C
Aftertreatment (AFT) System
(50∞F) or the 100 second period times out.
The AFT system, part of the larger exhaust system,
processes engine exhaust so that it meets tailpipe
emission requirements. The AFT system traps Cold Ambient Protection (CAP)
particulate matter (soot) and prevents it from leaving
CAP protects the engine from damage caused by
the tailpipe. The trapped particulate matter is
prolonged idle at no load condition during cold
then rendered to ash by heating the exhaust and
weather.
injecting fuel through a process called regeneration.
Regeneration reduces the frequency of AFT system CAP maintains engine coolant temperature by
maintenance without adversely affecting emissions. increasing the engine rpm to a programmed value.
CAP also improves cab warm-up.
For additional information, see Aftertreatment (AFT)
System in ìEngine Systemsî section of this manual. CAP is standard on trucks without an Idle Shutdown
Timer (IST).
Cold Start Assist

Coolant Temperature Compensation (CTC)
The cold start assist feature improves engine start-up
in cold weather. The ECM controls the Cold Start NOTE: CTC is disabled in emergency vehicles and
Relay (CSR) and monitors the Engine Oil Temperature school buses that require 100 percent power on
(EOT), the Intake Air Temperature (IAT) and the demand.
Engine Coolant Temperature 2 (ECT2) sensors.
CTC reduces fuel delivery if the engine coolant
When the key is turned to the ON position, the ECM
temperature is above cooling system specifications.
monitors the ECT2 and IAT sensors and if either
sensor is below 11∞C (52∞F), the ECM enables the Before standard engine warning or optional
CSR. The CSR energizes the cold start assist glow warning/protection systems engage, the ECM begins
plug. When the cold start assist glow plug is at reducing fuel delivery when the engine coolant
operating temperature, the wait to start lamp flashes. temperature reaches approximately 107∞C (225∞F).
As the engine is cranked, the ECM energizes the Cold A rapid reduction of 15 percent is achieved when
Start Solenoid (CSS) valve introducing fuel into the engine coolant temperature reaches approximately
intake which ignites and warms the air being drawn 110∞C (230∞F).
into the engine. Do not accelerate the engine until the
wait to start lamp goes out.
Engine Crank Inhibit (ECI)
For additional information, see Cold Start Assist
System in ìEngine Systemsî section of this manual. The ECI will not allow the starting motor to engage
when the engine is running and the drivetrain is
engaged.
Fast Idle Advance
The ECI allows the starting motor to engage with the
The ECM monitors the Engine Coolant Temperature engine running if the key is turned to START while the
(ECT) sensor. If the engine coolant temperature is clutch pedal is pressed.
EGES-420
Change Engine Oil Interval Message Idle time is measured from the last clutch or brake
pedal transition. The engine must be out of gear for
The change engine oil interval message can be
the IST to work.
programmed with the EST for mileage, hours, or
amount of fuel used. The change engine oil message For additional information, see IST (Idle Shutdown
timer can be reset using the CRUISE ON and Timer) System (Federal - Optional) (page 408) in
RESUME/ACCEL switches or with the EST. ìElectronic Control Systems Diagnosticsî section of
this manual.
Engine Warning Protection System (EWPS) California Vehicles

NOTE: Emergency vehicles are not equipped with The IST feature allows the ECM to shut down the
EWPS. engine when an extended idle condition occurs.
The EWPS safeguards the engine from undesirable Engine idle duration is limited for California Air
operating conditions to prevent engine damage and Resources Board (CARB) engine shutdown systems
to prolong engine life. The ECM illuminates the red regulation compliant engines as follows:
ENGINE lamp and sounds the warning buzzer when ï When the parking brake is set, the idle shutdown
the ECM detects: time is limited to the CARB requirement of five
ï High coolant temperature minutes.
ï Low oil pressure ï When the parking brake is released, the idle
shutdown time is limited to the CARB requirement
ï Low coolant level (3-way system only) of 15 minutes.
When the EWPS feature is enabled, and a critical Thirty seconds before engine shutdown, the red
engine condition occurs, the on-board electronics ENGINE lamp flashes and an audible alarm sounds.
shuts the engine down (3-way protection). An event The red ENGINE lamp and audible alarm continue
logging feature records the event in engine hours and until the engine shuts down or the low idle timer is
odometer readings. After the engine has shut down, reset.
and the critical condition remains, the engine can be
started for a 30 second run time. Idle time is measured from the last clutch or brake
pedal transition. The engine must be out of gear for
the IST to work.
Idle Shutdown Timer (IST)
For additional information, see IST (Idle Shutdown
Timer) System (California - Standard) (page 406) in
All Vehicles Except California
ìElectronic Control Systems Diagnosticsî section of
The IST feature allows the ECM to shut down the this manual.
engine when an extended idle condition occurs.
The IST can be programmed by the customer to
automatically shut the engine down for idle times that Electronic Fan (EFAN)
range from 2 to 120 minutes.
Engine electronics allow for the operation of an
Thirty seconds before engine shutdown, the red electronic fan or an air fan solenoid. For additional
ENGINE lamp flashes and an audible alarm sounds. information, see Single and Two-Speed EFAN Control
The red ENGINE lamp and audible alarm continue (page 430) or Variable EFAN Control (page 433) in
until the engine shuts down or the low idle timer is ìElectronic Control Systems Diagnosticsî section of
reset. this manual.
EGES-420
Optional Features electronic engines. Maximum and minimum allowable

cruise control speeds vary based on model. To
Engine Retarder System
operate cruise control, see appropriate truck model
International® offers an optional engine retarder to Operatorís Manual.
enhance braking capabilities. For a detailed feature
description, see Engine Retarder System (page 39) in
ìEngine Systemsî section of this manual. Traction Control
Traction control is a system that identifies when a
wheel is spinning faster than the other wheels during
Road Speed Limiting
acceleration.
Vehicle road speed can be limited to a maximum
When a traction control condition occurs, a datalink
speed as programmed by the customer. An EST is
message is sent to the ECM to limit fuel for the
required for programming.
purpose of reducing engine torque.
Vehicles must have a transmission and an Antilock
Cruise Control Brake System (ABS) that supports traction control.
The ECM controls the cruise control feature. The
cruise control system functions similarly for all
EGES-420
3 DIAGNOSTIC SOFTWARE OPERATION 59
Table of Contents
MasterDiagnosticsÆ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Open Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Retrieve Engine Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Open MasterDiagnosticsÆ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Electronic Service Tool (EST) Communication Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

IC4 Interface Device Self Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Communications (COM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Open Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Close Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
DTC Help Menu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Clearing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

Opening Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Adding and Deleting Session Parameter Identifiers (PIDs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Closing Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
VIN+ Session. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Engine Diagnostics Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71

AFT Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
AFI Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
AFT System Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
AFS Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Injector Disable Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Engine Run Up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
High Pressure Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Continuous Monitoring - Troubleshooting Intermittent Connections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Opening Specific Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Opening Basic Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Snapshot Setup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
Snapshot Trigger using Active Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . .81
Snapshot Trigger using Parameter Identifier (PID). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Sample Rates, Pre Trigger, and Post Trigger Times. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Snapshot PID List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Rename REC Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Manual Trigger Snapshots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Replay Snapshot Graphic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
EGES-420
60 3 DIAGNOSTIC SOFTWARE OPERATION
Service Interval Messages Reset. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87

Reset Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

Installed MasterDiagnosticsÆ Version. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Approved Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
EGES-420
MasterDiagnosticsÆ Software Retrieve Engine Information

Open Application
1. Connect interface cable to the vehicle diagnostic
connector and the Electronic Service Tool (EST).
2. From the EZ-TechÆ opening screen select
Engine Diags button, and then select the Service
Assistant button from the drop-down menu.
3. Turn the ignition switch to the ON position. Do not
start the engine.
Figure 32 Diagnostic window Figure 33 Engine information
NOTE: If the EST does not communicate with the 1. The Service Assistant displays the detected
vehicle, refer to the IC4 Interface Device Self Test engine information and model year.
(page 62).
2. Make sure the View CAN Data button on the right
4. Click the button indicated on the Service Assistant side of Service Assistant window is selected.
screen to establish communication with the
vehicle. 3. Verify the collected data matches the engine
being diagnosed.
4. To view the Service Assistant version number,
right click the title bar and select About Service
Assistant.
Open MasterDiagnosticsÆ
1. Make sure the View CAN Data button on the right
side of Service Assistant window is selected.
2. The engine family and model year should match
the engine being diagnosed. If incorrect, use
the drop-down menu to select the correct engine
family and model year.
3. Select Launch EST.
EGES-420
Electronic Service Tool (EST)

Communication Diagnostics
IC4 Interface Device Self Test
1. Connect the interface cable to the diagnostic
connector and the EST.
start the engine.
Figure 35 Self Test Run command
5. Select Run button.

Figure 34 Vehicle diagnostics folder
3. From the EST desktop, open the Vehicle

Diagnostics folder.
4. Double-click the IC4 Self Test icon.
Figure 36 Connector confirmation
6. Verify the correct interface connector is selected.
EGES-420
1. Select COM from the menu bar.

2. Select Open from the drop-down menu.
Figure 39 COM open confirmation
3. A green light and flashing red light indicates

a successful communication link has been
established.
If a green light and flashing red light is not visible,
COM is not available.
Close Communications
Figure 37 Test result
NOTE: If the connection could not be established,

follow the instructions on the self-test window.
7. The test result is displayed in the lower half of the
self-test window.
Figure 40 Close COM
1. Select COM from the menu bar.

Communications (COM)
2. Select Close from the drop-down menu.
Open Communications
Figure 38 Open COM
EGES-420
Diagnostic Trouble Codes (DTCs) 4. Select View from the drop-down menu.
Reading DTCs
start the engine.
2. Open MasterDiagnosticsÆ and establish
communication with the vehicle.
Figure 42 Viewing DTCs
5. The DTC window displays active and inactive

DTCs stored in the control modules.
DTC Help Menu

Figure 41 Retrieving DTCs 1. Double-click the desired DTC to launch the Help
program.
3. Select Code from the menu bar.
EGES-420
Figure 43 DTC help menu
2. The Help program displays information for the

circuit associated with the DTC.
EGES-420
Figure 44 DTC help menu ñ circuit information
3. Select the DTC number from the list to display

specific information.
EGES-420
Clearing DTCs 3. Select Code from the menu bar.

1. Turn the ignition switch to the ON position. Do not 4. Select Clear from the drop-down menu.
start engine.
5. DTCs are cleared from the control moduleís
2. Open MasterDiagnosticsÆ and establish memory. Active codes may return if the fault
communication with the vehicle. conditions remain.
Figure 45 Clearing DTCs
EGES-420
Session Files Adding and Deleting Session Parameter

Identifiers (PIDs)
All session files are pre-configured with set
parameters and graphs. If parameters and graphs 1. Open desired session file.
are added or modified and the session file saved,
2. On the session file, click the window where PIDs
the default session file cannot be recovered. Always
are to be added or edited.
select No when prompted to save the session before
closing.
Opening Session Files

start the engine.
Figure 48 Add/Delete/Edit parameters
3. Select Edit from the menu bar, or right click the

desired window.
Figure 46 Open session file 4. Select Add/Delete/Edit Parameters from the

drop-down menu.
3. Select Session from the menu bar.

4. Select Open from the drop-down menu.
Figure 49 Add/Delete/Edit parameters window
5. Select additional PIDs in the left column. Press

and hold the CTRL key to select multiple PIDs.
Selections are highlighted in blue.
6. To add the selected PIDs, select the Add button
and the PIDs move to the right column.
Figure 47 Select session file
5. Select the desired session file.

6. Select Open.
EGES-420
NOTE: Selecting Yes when prompted to save the

session risks altering the default session setup.
3. Select No when prompted to save the session
before closing.
VIN+ Session
The VIN+ provides VIN, the control moduleís
calibration, engine serial number, transmission
information, stored DTCs, and some other preset
Figure 50 Additional PIDS added to session parameters. The information contained in the VIN+
session can be used to fill in part of the Hard Start No
Start Diagnostic Form.
7. To delete PIDs from the session, select the PIDs
to remove from Selected Parameters and then 1. Turn the ignition switch to the ON position. Do not
select Delete. start the engine.
NOTE: An alternative to steps 5 and 6 is to 2. Open MasterDiagnosticsÆ and establish

double-click PIDs in the left column to automatically communication with the vehicle.
add them to the right column. Also, an alternative to
step 7 is to double-click PIDs in the right column to
automatically move them back to the left column.
8. Select OK to complete action.
Closing Session Files
Figure 52 Select VIN+ icon
3. Select the VIN+ icon.

Figure 51 Closing session file
1. Select Session from the menu bar.

2. Select Close from the drop-down menu.
EGES-420
Figure 53 VIN+ session (example)
4. The VIN+ session is displayed on screen.
EGES-420
Engine Diagnostics Tests
GOVERNMENT REGULATION: Engine

fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment.
Handle all fluids and other contaminated
materials (e.g. filters, rags) in accordance
with applicable regulations. Recycle
or dispose of engine fluids, filters, and
other contaminated materials according to
applicable regulations.
Figure 54 Aftertreatment session file

GOVERNMENT REGULATION: State
and local regulations may limit engine
idle time. The vehicle owner or operator 3. Open D_Aftertreatment.ssn file from the open
is responsible for compliance with those session menu.
regulations.
4. Start and idle the engine until the engine reaches
operating temperature.
WARNING: To prevent personal injury or

death, shift transmission to park or neutral, set
parking brake, and block wheels before doing
diagnostics or service procedures.
AFT Cleanliness Test
This procedure is used to induce a DPF regeneration
cycle. The regeneration process may take up to one
hour depending on the condition of the DPF. Figure 55 AFT Cleanliness Test

start the engine. NOTE: Make sure engine has warmed to at least
2. Open MasterDiagnosticsÆ and establish operating temperature (71∞C [160∞F]) before starting
communication with the vehicle. AFT Cleanliness Test.
5. Select Diagnostics from the menu bar and then
After-Treatment Tests from the drop-down menu.
6. Select AFT Cleanliness Test.
AFI Flow Test

death, do not smoke or park vehicle near open
flames or sparks when taking a fuel sample.
This test verifies the condition of the Aftertreatment
Fuel Injector (AFI). The test runs for 60 seconds and
EGES-420
injects fuel in a pulsing mist pattern. During this test This test verifies the Aftertreatment Fuel Injector (AFI)
the AFI injects approximately 177 ml (6 oz.) of fuel. and the AFI fuel supply lines do not leak. This test runs
for 120 seconds. Once started, the Aftertreatment
Fuel Supply (AFS) valve is energized for 60 seconds.
start the engine.
The Aftertreatment Fuel Pressure (AFP) sensor may
2. Open MasterDiagnosticsÆ and establish be monitored to verify fuel pressure is supplied to
communication with the vehicle. the AFI. During these 60 seconds, the AFI and the
AFI fuel supply lines can be monitored for any signs
of leakage. At the end of the first 60 seconds, the
AFS valve is de-energized and the Aftertreatment Fuel
Drain (AFD) valve is energized for 60 seconds. During
this time, the aftertreatment fuel pressure drops to less
than 6.9 kPa (1psi).
start the engine.
3. Open D_Aftertreatment.ssn file from the open

session menu.
4. Start the engine.
3. Open D_Aftertreatment.ssn file from the open

Figure 57 AFI Flow Test command session menu.
6. Select AFI Flow Test.
AFT System Leak Test

death, do not smoke or park vehicle near open Figure 59 AFT System Leak Test command
EGES-420

6. Select AFT System Leak Test.
AFS Leak Test

death, do not smoke or park vehicle near open Figure 61 AFS Leak Test
This test verifies the Aftertreatment Fuel Supply (AFS) 6. Select Diagnostics from the menu bar and then
valve does not leak after it is closed. This test runs After-Treatment Tests from the drop-down menu.
for 60 seconds, during which time AFS valve and the
Aftertreatment Fuel Injector (AFI) are closed, and the 7. Select AFS Leak Test.
Aftertreatment Fuel Drain (AFD) valve is opened.
1. Connect the Fuel Inlet Restriction and Aeration Actuator Test
Tool to the Hydrocarbon (HC) cut-off valve return
port and position the open end into a suitable The actuator test allows a technician to test the
container. actuators by measuring voltage changes and visually
monitoring actuator movement. During this test, each
2. Turn the ignition switch to the ON position. Do not actuator is activated for 3.5 seconds in the following
start the engine. sequence. For air-actuated components, the truck air
3. Open MasterDiagnosticsÆ and establish system is required to be charged to a minimum of 621
communication with the vehicle. kPa (90psi) for the actuator to function properly.
NOTE: The Cold Start Relay (CSR), Engine Crank
Inhibit (ECI), and Electronic Engine Fan (EFAN), are
activated and deactivated simultaneously.
ï Intake Throttle Valve (ITV)
ï Boost Control Solenoid (BCS) valve
ï Exhaust Gas Recirculation (EGR) control valve
ï Coolant Mixer Valve (CMV)
ï Retarder Control
ï Coolant Flow Valve (CFV)
ï Aftertreatment Fuel Injector (AFI)
ï Aftertreatment Fuel Supply (AFS) valve
ï Aftertreatment Fuel Drain (AFD) valve
Figure 60 Aftertreatment session file ï CSR, ECI, EFAN simultaneously
4. Open D_Aftertreatment.ssn file from the open start the engine.
session menu.
5. Start the engine. communication with the vehicle.
EGES-420
Read and be familiar with all the steps and time limits
in this procedure before starting.
start the engine.
3. Open COM.
Figure 62 Actuator session file
3. Open D_Actuator.ssn file from the open session

menu.
Figure 64 IBB Relative Compression Tests
command
4. Select Diagnostics from the menu bar and

then IBB Relative Compression Tests from the
drop-down menu.
Figure 63 Actuator Test command

Diagnostics from the drop-down menu.
5. Select Actuator Test.
Relative Compression Test

This test determines cylinder integrity. The Engine
Control Module (ECM) measures the time it
takes for each piston to travel upward during the
compression stroke. Timing is based on information
from the Camshaft Position (CMP) sensor and
Figure 65 Run command
Crankshaft Position (CKP) sensor. A cylinder with low
compression allows the piston to travel faster during
the compression stroke.
5. Select Run on the Relative Compression
This test is accomplished by cranking the engine and Diagnostics window. Within five seconds of
following the on-screen instructions. The engine does selecting Run, crank the engine until prompted
not start when running this test. on screen to stop cranking.
EGES-420
Figure 68 Test results ñ graph format

Figure 66 Stop cranking message
8. The results are displayed in graph format. If

NOTE: Do not turn ignition switch to OFF when desired, select Text View to view the results in
instructed to stop cranking. If the ignition switch is text format.
turned to OFF, the results are lost.
6. Stop cranking when indicated on screen but
Injector Disable Test
leave the ignition switch in the ON position.
Select Display Results. This test determines the contribution of each
injector by manually disabling each of the injectors,
and determining if there is a change in engine
performance.
start the engine.
Figure 67 Test results ñ text format
7. The results are displayed in text format. Select

Graph View to view the results in graph format.
Figure 69 Injector disable session file
EGES-420
3. Open D_INJ_Disable.ssn file from the open The injector number that is selected to be disabled is
session menu. highlighted in blue.
4. Start the engine. 6. Select the injector number to be disabled and then
select Run.
Figure 70 IBB Injector Disable Tests command
Figure 72 Injector disabled

IBB Injector Disable Tests from the drop-down
menu. 7. The injector indicated with a red X is disabled.
A change in the engine noise tone should be
noticed.
8. Select Normal Operation to enable the injector
and then repeat steps 6 through 8 for the
remaining injectors.
Engine Run Up Test

This test determines cylinder contribution by
accelerating the engine from low idle to 1400 rpm,
while disabling each of the injectors in sequence.
A baseline test is performed with all of the injectors
enabled at both the beginning, and end of the test.
start the engine.
Figure 71 Injector selection
EGES-420
Figure 75 Run command

Figure 73 Engine run up session file
6. Select Run and the observe the message bar at

3. Open D_EngineRunUp.ssn file from the open the bottom of the Engine Run Up Test window for
session menu. further instructions.
Figure 74 IBB Engine Run Up Tests command
Figure 76 Key OFF command

IBB Engine Run Up Tests from the drop-down
menu. 7. Turn the ignition switch OFF and then ON when
instructed on screen.
8. Select Display Parameters.
EGES-420
is increased from 7250 psi (500 bar) to approximately

26,100 psi (1800 bars), followed by fuel pressure drop
to 7250 psi (500 bar). The ECM monitors the time for
fuel pressure to increase and drop.
start the engine.
Figure 77 Test results ñ text format
9. The results are displayed in text format. Select

Graph View to view the results in graph format.
Figure 79 Engine run up session file
3. Open D_EngineRunUp.ssn file from the open

session menu.
Figure 78 Test results ñ graph format
10. The results are displayed in graph format. If

desired, select Text View to view the results in
text format.
High Pressure Pump Test

Figure 80 IBB High Pressure Pump Tests
This test determines the integrity of the low or high command
pressure fuel system. This test does not identify a
specific system component failure. When activated,
the test accelerates the engine in steps, from low idle 5. Select Diagnostics from the menu bar and
to 1100, 1300, 1450, and 1600 rpm. During each of then IBB High Pressure Pump Tests from the
these runs, the fuel pressure in the pressure pipe rail drop-down menu.
EGES-420
Figure 81 Run command Figure 83 Test results
6. Select Run and the observe the message bar 9. The results are displayed in text format.
at the bottom of the High Pressure Pump Test
window for further instructions.
Continuous Monitoring - Troubleshooting
Intermittent Connections
The Continuous Monitor test is very helpful in
troubleshooting intermittent connections between
the control modules and sensors. The key must be
on and the engine can be off or running.
The continuous monitor session monitors all sensor
voltages. Sensors that read N/A are not turned on in
the control module software.
2. Open the D_ContinuousMonitor.ssn session.
Figure 82 Key OFF command
7. Turn the ignition switch OFF and then ON when

instructed on screen.
8. Select Display Parameters.
EGES-420
NOTE: All sensors active in the software are reading

an actual value. Refer to the Diagnostic Trouble Code
(DTC) pinpoint test to find the minimum or maximum
value that sets the fault code being diagnosed.
3. Monitor the graphs on the screen while wiggling
the connectors and wires at all suspected problem
locations.
NOTE: Refer to the electrical information to find all
circuits that might cause the intermittent problem.
4. Disconnect and inspect connectors for damage,
corrosion or loose pins. Repair if necessary.
Figure 84 Continuous monitoring
EGES-420
Snapshots Opening Basic Snapshots

Opening Specific Snapshots Opening a basic snapshot requires all settings are
adjusted to obtain a useful snapshot.
Opening a session file prior to setting up a snapshot
results in default snapshot settings related to the
session file.
2. Open desired session file.
Figure 87 Opening basic snapshot
1. Select SnapShot from the menu bar.

2. Select Setup from the drop-down menu.
Snapshot Setup
Figure 85 Opening specific snapshot
Snapshot Trigger using Active Diagnostic Trouble
Codes (DTCs)
3. Select SnapShot from the menu bar. Snapshots can be triggered at the desired number of
active DTCs. This is useful for road test diagnostics.
Figure 86 Specific snapshot setup

Figure 88 Opening basic snapshot
4. Select Setup from the drop-down menu.

1. Enter None in Trigger PID drop-down menu.
5. To modify default settings, refer to other snapshot
2. Enter desired number of active DTCs in Trouble
setup steps in this section.
Code Count Trigger field.
EGES-420
Figure 89 Arm trigger box
3. Check Arm Trigger box in the Snapshot Setup

window.
Snapshot Trigger using Parameter Identifier (PID)

Snapshots can be triggered by desired PID values.
This is useful for workshop or road test diagnostics.
Figure 91 PID trigger set-up
2. Select Trigger Setup button.

3. Adjust units, trigger value, and trigger edge.
ï Units can be switched between English and
metric values.
ï Trigger Value sets the PID value that begins
snapshot recording.
Example: Trigger using APS at 100 percent,
starts the recording when the APS reaches
100 percent.
ï Trigger Edge can be switched between rising
and falling. Rising edge is used if the PID
value starts lower than the Trigger value.
Falling edge is used if the PID value starts
Figure 90 Selecting PID trigger higher than the Trigger value.
4. Select OK button on the Trigger Setup window.
1. Select the desired PID in the Trigger PID
drop-down menu.
Figure 92 Arm trigger box
5. Check Arm Trigger box in the Snapshot Setup

window.
EGES-420
Sample Rates, Pre Trigger, and Post Trigger 3. Enter desired time (seconds) in Post Trigger Time
Times box.
Snapshot timing and intervals can be changed for the Post Trigger Time sets time to stop snapshot
desired recording situation. recording after the trigger event is completed.
Example: Entering 100 enables the snapshot
recording to continue for 100 seconds after the
trigger event is completed.
Snapshot PID List

Verify the snapshot PID list contains each PID of
concern. Adding or deleting PIDs from the PID
session list does not alter the snapshot PID list.
Figure 93 PID trigger set-up
1. Enter the desired time interval in the Sample Rate

box.
Sample Rate adjusts the interval for each
recording.
Example: Entering 0.2 records PID list data every
two-tenths of a second for a total of five frames.
Figure 94 Selecting PIDs to record
NOTE: Use smaller sample rates for most
snapshots to maximize snapshot precision.
Larger sample rates are useful when recording 1. Select PID List button from the Snapshot Setup
for lengthy periods of time. window.
2. Enter desired time (seconds) in Pre Trigger Time

box.
Pre Trigger Time sets time to begin snapshot
recording prior to trigger event.
Example: Entering 30 enables the snapshot
recording to begin 30 seconds before the trigger
event occurs.
NOTE: Pre Trigger Time is useful when recording
conditions before a diagnostic event or fault
occurs. Figure 95 Selecting additional parameters for
snapshot
EGES-420
2. Select additional PIDs in the left column. Press

and hold the CTRL key to select multiple PIDs.
Selections are highlighted in blue.
3. To add the selected PIDs, select the Add button
and the PIDs move to the right column.
Figure 96 Additional PIDS added to snapshot

Figure 97 Naming REC file
4. To delete PIDs from the snapshot, select the PIDs 1. Select the Record File button from the Snapshot
to remove from Selected Parameters and then Setup window.
select Delete.
2. Type the desired file name in the dialog box.
NOTE: An alternative to steps 2 and 3 is to
double-click PIDs in the left column to automatically 3. Select the Save button and save the file in
add them to the right column. Also, an alternative to desired directory. After the save is completed,
step 4 is to double-click PIDs in the right column to the program returns to the Snapshot Setup
automatically move them back to the left column. window.
5. Select OK to complete action and to return to the
Snapshot Setup window.
Rename REC Files

The REC file name can be changed to assist in finding
the file for review or data exchange for technical help.
The default name can be changed to a VIN or ID label
for example. Figure 98 Verify REC file name
4. Verify the Record File Name dialog box matches

the changes.
Manual Trigger Snapshots

2. Open desired session file.
3. Open desired snapshot. Setup for desired
recording.
EGES-420
4. Select snapshot REC button on the side toolbar. 3. Select Replay from the drop-down menu, then
select Graphical or Text.
NOTE: Selecting Graphical replays the recording
in the form of a graph. Selecting Text replays the
recording in the form of a chart.
Figure 99 Recording active
5. The recording status changes to active and the

REC button is displayed on the status bar at the
bottom of the screen.
NOTE: The snapshot recording can be stopped at
anytime if required.
6. Select snapshot STOP button on the side toolbar.
Figure 102 Replaying REC file
Figure 100 Recording not active

4. Select the desired snapshot file.
7. The recording status changes to inactive and the 5. Select Open.

REC button is no longer displayed on the status
bar at the bottom of the screen.
Replay Snapshot Graphic

1. Open MasterDiagnosticsÆ.
Figure 103 Selecting PIDs to replay
Figure 101 Snapshot replay

6. Select desired PIDs. Press and hold the CTRL
key to select multiple PIDs. Select the Select Max
2. Select SnapShot from the menu. button to select all recorded PIDs in text format, or
EGES-420
a maximum of 14 PIDS in graph format. Selected

PIDs are highlighted in blue.
7. Select the OK button.
Figure 105 REC file text view
8. The graph or text replay of the recording is

displayed.
Figure 104 REC file graph view
EGES-420
Service Interval Messages Reset 9. Enter password in dialog box.

Reset Message 10. Select OK.
1. Set the parking brake. 11. Right click SI: Service Interval Reset parameter to
display pop-up menu.
start the engine. 12. Select Program from the pop-up menu. The Edit
Parameter window opens.
communication with the vehicle. 13. Click the arrow in the New Value dialog box.
4. Open session file window. 14. Select Yes in the pull-down menu.
5. Select PP_ServiceInterval.ssn file. 15. Select OK.
6. Select Open. 16. Verify the following changes have been made
to SI: Service Interval Reset parameter and
7. Right click in the session window.
accepted by the control module:
8. Select enter Password from pop-up menu.
ï Module Value has changed from No to Yes.
NOTE: If password is not entered or entered
ï Original number in Program Count has
incorrectly, an error message is displayed. The
increased by one.
service interval cannot be reset.
17. The service interval has been set. Close session
NOTE: The password is a default setting, unless the
window.
customer has changed the password. If the default
password does not work, contact the customer for the
correct password.
EGES-420
General Information 2. Select Help from the menu bar.

Installed MasterDiagnosticsÆ Version 3. Select About from the drop-down menu.
1. Open MasterDiagnosticsÆ on EST computer. 4. The software release version is displayed.
5. The Tech Central representative may ask for
this version number in addition to the diagnostic
issues.
Approved Interface Cable

1. Current approved interface cables are verified
for full functionality for the MasterDiagnosticsÆ
software.
NOTE: Unapproved or outdated interface cables
may have limited or no functionality or low
accuracy.
2. The Tech Central representative may ask which
interface cable is being used in addition to the
diagnostic issues.
Figure 106 Software version display
EGES-420
4 ENGINE SYMPTOMS DIAGNOSTICS 89
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Low Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Hard Start/No Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Misfire/Rough Low Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Coolant System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92

Coolant Loss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Coolant Overflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Aftertreatment Fuel Injector (AFI) Coolant Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
EGR Module Leak Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Coolant Leak to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Coolant Leak to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Coolant Leak to Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Lube Oil Contamination Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Cylinder Head Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Coolant Over-Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Coolant Over-Temperature Conditions Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Coolant Over-Temperature ñ Charge Air Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Coolant Over-Temperature ó Engine Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

Visual Oil Level Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Incorrect Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Dilution from Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Power Steering Fluid Leak to Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Lube Oil to Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Lube Oil to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Lube Oil to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Lube Oil to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111

Excessive Fuel Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Fuel in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Fuel in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Fuel to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel Pressure and Aeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Water in the Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Priming the Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Low Fuel Rail Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Test FRP Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
EGES-420
90 4 ENGINE SYMPTOMS DIAGNOSTICS
Check FPCV Coil Resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

FPCV Duty Cycle Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Engine Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118

Low Power (Turbocharger Assembly and Actuator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
High Crankcase Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120

Engine Control Module (ECM) Reset (Intermittent Engine Stumble). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
EGES-420
Description Low Power

Diagnostic test procedures help technicians find See ìPerformance Diagnosticsî section of this
problems systematically and quickly to avoid manual.
unnecessary repairs. In this section, diagnostic
and test procedures help identify causes for known
problems and conditions.
Hard Start/No Start
See ìHard Start and No Start Diagnosticsî section of
death, read all safety instructions in the foreword
this manual.
of this manual. Follow all warnings, cautions, and
notes.

death, shift transmission to park or neutral, set
Misfire/Rough Low Idle
parking brake, and block wheels before doing See ìPerformance Diagnosticsî section of this
diagnostic or service procedures. manual.
EGES-420
Coolant System ï EGR Cooler Pressure Test Plates (page 450)

ï 1 inch pipe plug
ï Electronic Service Tool (EST) with Master
GOVERNMENT REGULATION: Engine Diagnostics® Software (page 447)
fluids (oil, fuel, and coolant) may be a hazard ï IC4 USB Interface Cable (page 447)
Handle all fluids and other contaminated Procedure
with applicable regulations. Recycle 1. Check the service records to determine the
or dispose of engine fluids, filters, and frequency and quantity of coolant added.
other contaminated materials according to ï If the vehicleís cooling system is being
applicable regulations. overfilled there will be a small coolant loss
everyday. Educate the driver on correct
coolant level.
Coolant Loss ï If the cooling system maintenance is correct

proceed to the next step.
Symptom NOTE: Make sure the engine oil and coolant are
Coolant loss is identified by a consistent need to refill within normal operating ranges and there is no visible
the deaeration tank. evidence of coolant on the oil level gauge before
running the engine.
Possible Causes
2. Start and idle the engine at the high idle/no load
ï Improper servicing specification and inspect for coolant overflow.
ï Damaged or failed deaeration tank ï If coolant overflow is detected, see Coolant
ï Damaged or failed deaeration cap Overflow (page 93) in this section.
ï Damaged or failed radiator ï If no coolant overflow is detected, proceed to

the next step.
ï Damaged or failed distributor housing
ï Damaged or failed heater core WARNING: To prevent personal injury
ï Loose or failed coolant hoses or death, do the following when removing the
radiator cap or deaeration cap:
ï Failed High Pressure Charge Air Cooler (HPCAC)
ï Allow engine to cool for 15 minutes.
ï Failed Low Pressure Charge Air Cooler (LPCAC)
ï Wrap a thick cloth around radiator cap or
ï Failed Exhaust Gas Recirculation (EGR) module deaeration cap.
ï Failed Aftertreatment Fuel Injector (AFI) ï Loosen cap slowly a quarter to half turn to vent
ï Failed air compressor pressure.
ï Cracked cylinder head ï Pause for a moment to avoid being scalded by

steam.
ï Porous or cracked cylinder liner
ï Continue to turn the cap counterclockwise to
Tools remove.
ï Radiator Pressure Testing Kit (page 453) 3. Remove deaeration tank cap.
ï Plastic Surge Tank Cap Adaptor (page 453)
ï Cylinder head test plate (Contact Tech Central at
1-800-336-4500)
EGES-420
4. Visually inspect sealing surfaces of deaeration If no external leak is detected, proceed to the next
cap and deaeration tank for damage. step.
ï If sealing surfaces are damaged, install new 12. Obtain a fuel sample from the fuel tank and test
components as necessary. Retest the cooling for coolant contamination.
system.
ï If the fuel sample has coolant contamination,
ï If sealing surfaces are not damaged, proceed see Coolant Leak to Fuel (page 97) in this
to next step. section.
5. Connect Radiator Pressure Testing Kit with Plastic ï If the fuel sample has no coolant
Surge Tank Cap Adaptor to the deaeration cap. contamination, proceed to the next step.
6. Pressurize deaeration cap to its rated pressure. 13. Remove Intake Throttle Valve (ITV) following the
procedure in the InternationalÆ MaxxForceô 11
ï If deaeration cap does not hold the rated
and 13 Engine Service Manual.
pressure, install a new deaeration cap.
Retest the cooling system. 14. Inspect the intake manifold and the HPCAC outlet
for evidence of coolant.
ï If deaeration cap holds the rated pressure,
proceed to next step. ï If evidence of coolant in the intake manifold
or the HPCAC outlet is detected, see Coolant
7. If equipped, plug in the block heater and warm the
Leak to Intake (page 98) in this section.
coolant.
ï If no evidence of coolant in the intake manifold
NOTE: If the vehicle is equipped with a secondary
or the HPCAC outlet is detected, proceed to
surge tank, clamp the secondary surge tank port on
next step.
the deaeration cap.
15. Obtain an oil sample from the engine and test for
8. Connect Radiator Pressure Testing Kit with Plastic
coolant contamination.
Surge Tank Cap Adaptor to the deaeration tank.
ï If the oil sample has coolant contamination,
9. Pressurize cooling system to 117 kPa (17 psi) for
see Coolant Leak to Lube Oil (page 99) in this
15 minutes.
section.
10. Visually inspect for external coolant leaks.
ï If the oil sample has no coolant
Inspect the following components for external contamination, see Coolant Leak to
leaks: Exhaust (page 95) in this section.
ï Radiator
ï Deaeration tank Coolant Overflow
ï Deaeration cap
Symptom
ï Coolant hoses
Coolant overflow is coolant flowing or bubbling from
ï Heater core the deaeration tank.
ï Charge Air Coolers (CACs) Possible Causes
ï Water pump ï Failed air compressor
ï AFI ï Failed HPCAC
ï Any vehicle specific coolant supplied ï Failed LPCAC
components
ï Failed EGR module
11. If a external coolant leak is identified, repair as
ï Cracked cylinder liner
necessary. Retest the cooling system.
EGES-420
ï Cracked cylinder head 2. Assemble an air compressor coolant bypass hose

using the connectors from a new air compressor
Tools
coolant pipe, two hose clamps and 48 cm (18 in)
ï Radiator Pressure Testing Kit (page 453) of 1/2 in I.D. hose.
ï Plastic Surge Tank Cap Adaptor (page 453) 3. Using the air compressor coolant bypass hose,
bypass the coolant hoses for the air compressor
ï Air Compressor Coolant Bypass Hose (obtain
at the cylinder block.
locally)
4. Refill the cooling system to operating level.
ï 1/2 in I.D. hose (obtain locally)
CAUTION: To prevent engine damage, do not run the
ï 1 in I.D. hose (obtain locally)
engine for more than 1 minute. This can overheat the
ï 1 in O.D. pipe plug (obtain locally) air compressor.
ï 1 in O.D. pipe plug with air fitting and shut-off valve 5. Run the engine, for a maximum of one minute, to
(obtain locally) test the coolant system for combustion leakage.
ï If coolant continues overflowing from the
Procedure
deaeration tank, proceed to next step.
WARNING: To prevent personal injury ï If coolant stops overflowing from deaeration

or death, do the following when removing the tank, install a new air compressor following
radiator cap or deaeration cap: the procedure in the InternationalÆ
MaxxForceô 11 and 13 Engine Service
ï Allow engine to cool for 15 minutes. Manual.
ï Wrap a thick cloth around radiator cap or 6. Remove Intake Throttle Valve (ITV) following the
deaeration cap. procedure in the InternationalÆ MaxxForceô 11
ï Loosen cap slowly a quarter to half turn to vent and 13 Engine Service Manual.
pressure.
ï Pause for a moment to avoid being scalded by WARNING: To prevent personal injury
steam. or death, do the following when removing the
remove. ï Allow engine to cool for 15 minutes.
1. Partially drain the cooling system. ï Wrap a thick cloth around radiator cap or
deaeration cap.
ï Loosen cap slowly a quarter to half turn to vent
pressure.
ï Pause for a moment to avoid being scalded by
steam.
remove.
7. Remove deaeration tank cap.
8. Connect Radiator Pressure Testing Kit with Plastic
Surge Tank Cap Adaptor to the deaeration tank.
15 minutes.
Figure 107 Air compressor coolant bypass hose
EGES-420
10. Inspect the intake manifold and the HPCAC outlet 19. Pressure test the EGR module in vehicle following
for evidence of coolant. the procedure in the InternationalÆ MaxxForceô
11 and 13 Engine Service Manual.
ï If evidence of coolant in the intake manifold
or the HPCAC outlet is detected, see Coolant ï If a leak is detected, install a new EGR
Leak to Intake (page 98) in this section. module as described in the InternationalÆ
ï If no evidence of coolant in the intake manifold
Manual.
or the HPCAC outlet is detected, proceed to
next step. ï If a leak is not detected, see Coolant Leak to
Lube Oil (page 99) in this section.
11. Drain the engine coolant.
12. Disconnect the coolant hoses from the LPCAC.
Coolant Leak to Exhaust
13. Using a suitable hose with a 1 inch I.D., and a
plug, block off the LPCAC coolant outlet port.
Symptoms
Coolant leaks to the exhaust may be detected
externally or internally. See the following list of
death, wear safety glasses with side shields.
symptoms for identification of coolant leaks to the
Limit compressed air pressure to 207 kPa (30 psi).
exhaust.
14. Attach a air pressure regulator to a pressurized air
ï Coolant residue at exhaust manifold flanges
source and regulate the pressure to 207 kPa (30
psi). ï Observation of coolant loss without engine
overheating
15. Using a suitable hose with a 1 inch I.D. and a
valve, connect the air pressure regulator with the ï Coolant smell in exhaust
pressurized air source to the LPCAC coolant inlet
ï Coolant leaking from exhaust
port.
ï Severe case - engine hydraulic lock
16. Pressurize the LPCAC to 207 kPa (30 psi).
ï Failed Aftertreatment Fuel Injector (AFI)
17. Remove the air pressure source.
ï Plugged Diesel Particulate Filter (DPF) or Diesel
18. Monitor the air pressure in the LPCAC for a period
Oxidation Catalyst (DOC)
of five minutes.
Possible Causes
ï If the air pressure in the LPCAC drops, install
a new LPCAC following the procedure in ï Failed EGR module
the InternationalÆ MaxxForceô 11 and 13
ï Failed AFI
Engine Service Manual.
ï Cracked cylinder head
ï If the air pressure in the LPCAC remains
constant, go to the next step. ï Cracked cylinder liner
Tools
death, make sure the engine has cooled before ï Radiator Pressure Testing Kit (page 453)
removing components. ï Plastic Surge Tank Cap Adaptor (page 453)

death, do not let engine fluids stay on your skin.
Clean skin and nails using hand cleaner and wash
with soap and water. Wash or discard clothing
and rags contaminated with engine fluids.
EGES-420
Aftertreatment Fuel Injector (AFI) Coolant Leak

Inspection
WARNING: To prevent personal injury

or death, do the following when removing the
deaeration cap.
pressure.
steam.
Figure 108 AFI nozzle
ï Continue to turn cap counterclockwise to remove.
5. Inspect inside of turbo exhaust pipe at AFI nozzle.
2. Install Radiator Pressure Testing Kit with Plastic
Surge Tank Cap Adaptor. ï If coolant is evident at AFI nozzle inside
turbo exhaust pipe, install a new AFI
following the procedures in the InternationalÆ
WARNING: To prevent personal injury or MaxxForceô 11 and 13 Engine Service
death, make sure the engine has cooled before Manual.
removing components.
ï If no coolant is evident at AFI nozzle inside
the turbo exhaust pipe, proceed to next test.
Clean skin and nails using hand cleaner and wash EGR Module Leak Inspection
3. Disconnect exhaust pipe from turbo exhaust pipe. death, make sure the engine has cooled before
4. Pressurize cooling system to 117 kPa (17 psi) for removing components.
15 minutes.
1. Visually inspect EGR module for cracks or leaks.
ï If an external leak or crack is identified,
install a new EGR module as described in
ï If no external leaks or cracks are identified,
proceed to next step.
CAUTION: To prevent engine damage, do not reuse
front or rear EGR tubes.
EGES-420
2. Remove front and rear inner and outer tubes Procedure

from EGR module following the procedure in the
InternationalÆ MaxxForceô 11 and 13 Engine WARNING: To prevent personal injury
Service Manual. or death, do the following when removing the
3. Pressure test the EGR module in vehicle following radiator cap or deaeration cap:
the procedure in the InternationalÆ MaxxForceô ï Allow engine to cool for 15 minutes.
ï If the pressure test indicates a leak, install deaeration cap.
a new EGR module following the procedure
in the InternationalÆ MaxxForceô 11 and 13 ï Loosen cap slowly a quarter to half turn to vent
Engine Service Manual. pressure.
ï If the pressure test does not indicate a leak, ï Pause for a moment to avoid being scalded by
see Cylinder Head Leak Test (page 101) in steam.
this section. ï Continue to turn cap counterclockwise to remove.
Coolant Leak to Fuel 2. Install Radiator Pressure Testing Kit with Plastic
Surge Tank Cap Adaptor.
Symptom
When fuel is contaminated with coolant, the fuel has 15 minutes.
a noticeable coolant separation in the fuel sample.
4. Disconnect fuel line from the AFI.
Possible Causes
5. Inspect AFI for coolant leaking from the fuel inlet.
ï Coolant heater auxiliary fuel filter (if equipped)
ï If coolant is leaking from AFI, install a new AFI
ï Failed AFI following the procedure in the InternationalÆ
ï Cracked cylinder head MaxxForceô 11 and 13 Engine Service
Manual.
Tools
ï If coolant is not leaking from AFI, proceed to
ï Radiator Pressure Testing Kit (page 453) next step.
ï Plastic Surge Tank Cap Adaptor (page 453) 6. Restore fuel system to running condition.
ï Cylinder head test plate (Contact Tech Central at 7. Remove the hollow screw at the rear of the
1-800-336-4500) cylinder head.
ï Fuel Inlet Restriction and Aeration Tool (page 451) 8. Pressurize cooling system to 117 kPa (17 psi) for
30 minutes.
9. Monitor the fuel return port in the cylinder head for
coolant.
ï If coolant is present in the fuel return port,
install a new cylinder head following the
procedure in the InternationalÆ MaxxForceô
ï If coolant is not present in the fuel return port,
10. Pressurize cooling system to 117 kPa (17 psi).
EGES-420
NOTE: It may take 12-24 hours for a coolant leak to NOTE: Do not disconnect CAC supply and return
become visible. coolant pipes from HPCAC.
11. Monitor fuel return port for coolant. 3. Separate HPCAC from high pressure
turbocharger. Position HPCAC aside to
ï If coolant is present in the fuel return port,
allow visual inspection of the inlet and outlet
install a new cylinder head following the
ports.
11 and 13 Engine Service Manual. 4. Install Radiator Pressure Testing Kit with Plastic
Surge Tank Cap Adaptor on the deaeration tank.
ï If no coolant is present in the fuel return
port, the fuel in the fuel tank may have been 5. Pressurize cooling system to 117 kPa (17 psi) for
contaminated. 15 minutes.
6. Inspect the inside of the HPCAC for coolant leaks.
Coolant Leak to Intake ï If HPCAC is leaking coolant, install a new
HPCAC as described in the InternationalÆ
Symptom MaxxForceô 11 and 13 Engine Service
Manual.
Coolant leaks can be identified by coolant overflowing
from deaeration tank or air bubbles in the coolant. ï If HPCAC is not leaking coolant, proceed to
next step.
Possible Causes
7. Inspect high pressure turbocharger outlet for
ï Failed HPCAC
evidence of coolant.
ï Failed LPCAC
ï If there is evidence of coolant, proceed to next
ï Failed EGR module step.
ï Cracked cylinder head ï If there is no evidence of coolant, skip to step
12.
Tools
8. Visually inspect LPCAC for cracks or leaks.
ï Radiator Pressure Testing Kit (page 453)
ï If an external leak or crack is identified,
install a new LPCAC as described in the
ï Cylinder head test plate (Contact Tech Central at InternationalÆ MaxxForceô 11 and 13
1-800-336-4500) Engine Service Manual.
ï EST with Master Diagnostics® software (page ï If no external leaks or cracks are identified,
447) proceed to next step.
ï IC4 USB interface cable (page 447) 9. Drain cooling system.
ï Fuel Inlet Restriction and Aeration Tool (page 451) 10. Remove LPCAC as described in the
InternationalÆ MaxxForceô 11 and 13
Procedure Engine Service Manual.
1. Verify the location of the coolant evidence. 11. Test LPCAC following the procedure in the
InternationalÆ MaxxForceô 11 and 13 Engine
ï If the coolant evidence is in the HPCAC outlet,
Service Manual.
ï If LPCAC is leaking, install a new LPCAC as
ï If the coolant evidence is in the intake
described in the InternationalÆ MaxxForceô
manifold, skip to step 12.
2. Remove five M10 x 160 hex bolts from the
ï If LPCAC is not leaking, proceed to next step.
HPCAC.
EGES-420
12. Visually inspect EGR module for cracks or leaks. ï Failed HPCAC
ï If an external leak or crack is identified, ï Failed LPCAC
install a new EGR module as described in
ï Failed oil cooler
Engine Service Manual. ï Failed air compressor
ï If no external leaks or cracks are identified, ï Cracked cylinder head
ï Cracked or cavitated front cover
CAUTION: To prevent engine damage, do not reuse
ï Cracked cylinder liner
front or rear EGR tubes.
ï Cracked crankcase
13. Remove front inner and outer tubes from
EGR module following the procedure in the Tools
Service Manual.
14. Pressure test the EGR module in vehicle following
the procedure in the InternationalÆ MaxxForceô
11 and 13 Engine Service Manual. Lube Oil Contamination Inspection
ï If a leak is detected, install a new EGR 1. Check coolant level and oil level gauge to verify
module as described in the InternationalÆ oil contamination complaint.
Manual. ï The presence of coolant in the oil generally
causes oil to thicken and coagulate giving a
ï If no leak is found, proceed to next step. dark gray or black chunky appearance.
15. Test cylinder head for coolant leaks in the intake ï If coolant in oil cannot be verified, take an oil
area. See Cylinder Head Leak Test (page 101) in sample for analysis.
this section.
2. Remove the oil sump following the procedure in
ï If a coolant leak is identified in the cylinder the InternationalÆ MaxxForceô 11 and 13 Engine
head, install a new cylinder head following the Service Manual.
ï If a coolant leak is not identified in the cylinder or death, do the following when removing the
head, restore the engine to operational radiator cap or deaeration cap:
condition and retest the cooling system.
16. Restore the cooling system to operational
condition.
deaeration cap.
17. Test cooling system again to validate the repair.
pressure.
Coolant Leak to Lube Oil ï Pause for a moment to avoid being scalded by
steam.
Symptom
ï Continue to turn cap counterclockwise to remove.
When the crankcase lube oil is contaminated with
coolant, the oil has a dark gray or black sludgy
appearance. The crankcase may also be overfilled. 4. If equipped, plug in the block heater to warm the
coolant.
Possible Causes
5. Install Radiator Pressure Testing Kit with Plastic
ï Failed EGR module
Surge Tank Cap Adaptor on the deaeration tank.
EGES-420
6. Pressurize cooling system to 117 kPa (17 psi) for 9. Inspect gear train area for coolant leaks.
15 minutes.
ï If there is coolant leaking into gear train area,
NOTE: It may take 12-24 hours for a coolant leak to remove distributor housing and inspect for
become visible. leak sources. Repair as necessary.
7. Inspect the inside of the crankcase for evidence ï If no coolant is leaking into the gear train area,
of coolant. inspect the distributor housing and gasket for
leak sources. Repair as necessary.
ï If coolant is evident at the air compressor
drain, install a new air compressor 10. Inspect lower edges of cylinder liners for coolant
following the procedure in the InternationalÆ leaks. Note cylinder number(s) that yields coolant
MaxxForceô 11 and 13 Engine Service leak evidence.
Manual.
ï If coolant is leaking on the outside of cylinder
ï If coolant leak is from the oil cooler, install liner, install new cylinder liner O-rings
a new oil cooler following the procedure in following the procedure in the InternationalÆ
the InternationalÆ MaxxForceô 11 and 13 MaxxForceô 11 and 13 Engine Service
Engine Service Manual. Manual.
ï If coolant is evident at the front cover area, ï If coolant is leaking on inside of cylinder liner,
proceed to next step. proceed to next step.
ï If coolant is evident at the rear gear train area, CAUTION: To prevent engine damage, do not reuse
inspect the freeze plug on the rear of the front or rear EGR tubes.
cylinder head and repair as necessary.
11. Remove front inner and outer tubes from
ï If coolant is evident on the bottom edge of a EGR module following the procedure in the
cylinder liner(s), skip to step 10. InternationalÆ MaxxForceô 11 and 13 Engine
Service Manual.
ï If coolant leak is from cracks in the crankcase,
install a new crankcase following the 12. Remove rear inner and outer tubes from
procedure in the InternationalÆ MaxxForceô EGR module following the procedure in the
11 and 13 Engine Service Manual. InternationalÆ MaxxForceô 11 and 13 Engine
Service Manual.
8. Remove distributor housing following the
procedure in the InternationalÆ MaxxForceô 13. Pressure test EGR module in vehicle following the
11 and 13 Engine Service Manual. procedure in the InternationalÆ MaxxForceô 11
ï If a leak is detected, install a new EGR
module as described in the InternationalÆ
Manual.
ï If no leak is found, proceed to next step.
14. Test cylinder head for coolant leaks. See Cylinder
Head Leak Test (page 101) in this section.
15. Test cooling system again after any repair to
validate the repair.
Figure 109 Distributor Housing
EGES-420
Cylinder Head Leak Test ï Internal or external radiator blockage

Tools ï Broken/worn accessory drive belt
ï Cylinder head test plate (Contact Tech Central at ï Accessory belt tensioner failure
1-800-336-4500)
ï HPCAC failure
Procedure ï LPCAC failure
1. Contact Tech Central at 1-800-336-4500 for a set ï Coolant control valve(s) failure
of cylinder head test plates.
ï EGR cooler failure
2. Remove cylinder head following the procedure in
ï One or both coolant thermostats missing or stuck
the InternationalÆ MaxxForceô 11 and 13 Engine
(closed)
Service Manual.
ï Slipping cooling fan drive clutch
3. Install cylinder head test plates.
ï Water pump failure
4. Pressurize cylinder head to 139 kPa (20 psi).
ï Cooling fan blade assembly wrong or damaged
5. Inspect cylinder head.
ï Instrument panel gauge error
ï If a leak in cylinder head is noticed, install a
new cylinder head following the procedures ï Engine Coolant Temperature (ECT) sensor
in the InternationalÆ MaxxForceô 11 and 13 biased
ï Incorrect radiator
ï If no leaks are identified, proceed to next step.
ï Internal coolant leak
6. If cylinder head is in good condition, inspect all
ï Damaged fan shroud
of the cylinders following the procedures in the
InternationalÆ MaxxForceô 11 and 13 Engine ï Chassis effects, transmission, or aftermarket
Service Manual. equipment
ï Inspect for damaged cylinders. Repair or Tools
replace as necessary.
ï Inspect crankcase for cracks in coolant
passages. Repair or replace as necessary.
ï EST with Master Diagnostics® Software (page
7. Test cooling system again to validate the repair.
447)
ï IC4 USB interface cable (page 447)
Coolant Over-Temperature
ï Digital Multimeter (DMM) (page 444)
Symptom
ï Hose pinch off pliers
Coolant over-temperature is identified by the red
ENGINE lamp illuminating and flashing and the
audible alarm sounding, or the cooling system setting Coolant Over-Temperature Conditions Inspection
Diagnostic Trouble Codes (DTCs).
1. Install EST and check for active and inactive
Possible Causes DTCs related to engine coolant over-temp
conditions.
ï Damaged fan belt
2. Correct any sensor fault DTCs before proceeding.
ï Low engine coolant level
See ìElectronic Control Systems Diagnosticsî in
ï External coolant leaks this manual.
EGES-420
3. Check coolant deaeration tank for correct fill level. 6. Attempt to duplicate the operatorís concern of
coolant over-temperature.
ï If coolant level is low and a coolant leak is
suspected, fill cooling system and verify no ï If concern cannot be duplicated, clean
coolant leaks. See Coolant Loss (page 92) radiator fins (if not done previously). Flush
in this section. radiator fins with water on cooling fan side of
the radiator. Do not continue with diagnostics.
ï If coolant level is low and a boil over is
suspected, fill cooling system. Proceed to ï If coolant over-temperature is duplicated,
next step. proceed to next step.
4. Inspect condition of the cooling fan blade, shroud,
accessory drive belt(s), accessory drive belt WARNING: To prevent personal injury
tensioner(s), cooling fan drive clutch, and radiator. or death, do the following when removing the
ï Inspect for damaged fan drive. If
damaged, install a new fan drive following ï Allow engine to cool for 15 minutes.
the procedures in the InternationalÆ
deaeration cap.
Manual.
ï If vehicle is new or recently repaired, verify
pressure.
correct part number for any component
related to the cooling system. ï Pause for a moment to avoid being scalded by
steam.
ï Verify cooling fan blade, cooling fan drive
clutch, and radiator are clean of debris and ï Continue to turn cap counterclockwise to remove.
dirt build-up. Clean areas as required.
ï Start and run engine up to operating
8. Install Radiator Pressure Test Kit with Plastic
temperature and verify cooling fan clutch
Surge Tank Cap Adaptor on deaeration tank
engages at desired temperature.
cap and pressurize cap to the normal value of
ï If fan does not operate, verify air or deaeration tank cap.
electrical supply to fan drive. If air or
ï If deaeration tank cap holds pressure,
electrical supply to fan drive is damaged,
repair as necessary.
ï If deaeration tank cap loses pressure, install
ï If fan operates, proceed to next step.
a new deaeration tank cap.
5. If engine has not been operated for 8 to 12 hours,
9. Install Radiator Pressure Test Kit with Plastic
using the EST, compare ECT, Engine Coolant
Surge Tank Cap Adaptor on deaeration tank and
Temperature 2 (ECT2), Engine Oil Temperature
run engine at elevated idle. Monitor pressure in
(EOT), Manifold Air Temperature (MAT), Intake
system using tester gauge to see if pressure rises
Air Temperature (IAT) and Intake Air Temperature
above normal value of deaeration tank cap.
2 (IAT2) sensors with Key On Engine Off (KOEO).
All of the sensors should read within 2∞C (5∞F) of ï If pressure is higher than the pressure rating
each other. of the cooling system cap, continue with
Coolant Overflow (page 93) in this section.
CAUTION: To prevent engine damage, do not hold the
wand of high-pressure hose too close to radiator fins. ï If pressure gauge reading is below pressure
rating of system, proceed to next step.
EGES-420
10. Using EST, measure the coolant temperature for ï If the ambient temp is lower than 4˚C (40˚F)
ECT and ECT2 sensors. then add 2˚C (4˚F) to the ECT and IAT2.
ï If the coolant temperature reading for ECT2 If the ECT sensor reading is higher than IAT2
sensor is below ECT sensor reading, continue sensor reading by less than 11˚C (20˚F), the
with Coolant Over-Temperature - Engine Coolant Mixer Valve (CMV) is stuck in the fully
Cooling (page 103) in this section. closed position. Install a new CCV assembly
following the procedure in the InternationalÆ
ï If the coolant temperature reading for
ECT2 sensor is above ECT sensor reading,
Manual.
continue with Coolant Over-Temperature ñ
Charge Air Cooling (page 103) in this section. ï If cooler difference is lower than secondary
radiator difference and ECT sensor reading is
higher than IAT2 reading by 11˚C (20˚F), the
Coolant Over-Temperature ñ Charge Air Cooling CCV is functioning normally. Proceed to the
next step.
Procedure
9. If over-temperature condition remains, remove
1. Connect EST. secondary radiator and have flow checked at
radiator repair facility.
2. Start engine and set RPM to 1400 RPM.
Retest engine for over-temperature condition with
3. Allow engine to reach operating temperature.
repaired or replaced secondary radiator.
4. Using an infrared thermometer, measure and
record coolant inlet and outlet temperatures on
secondary radiator tanks. Coolant Over-Temperature ó Engine Cooling
5. Using EST, monitor and record temperature
Procedure
readings from ECT, ECT2 and IAT2 sensors.
Record the readings on the Performance
Diagnostics Form. WARNING: To prevent personal injury
or death, do the following when removing the
6. Calculate secondary radiator cooling by radiator cap or deaeration cap:
subtracting the coolant inlet temperature from
the outlet temperature. Record this number as ï Allow engine to cool for 15 minutes.
secondary radiator difference. ï Wrap a thick cloth around radiator cap or
7. Calculate CAC cooling by subtracting the ECT2 deaeration cap.
sensor temperature from the IAT2 sensor ï Loosen cap slowly a quarter to half turn to vent
temperature. Record this number as cooler pressure.
difference.
8. Use the recorded data to determine if the coolant steam.
flow and coolant mixing valves are operating
correctly. ï Continue to turn cap counterclockwise to remove.
ï If the cooler difference is higher than the 1. Remove deaeration tank cap.
secondary radiator difference, or is within 3˚C 2. Drain engine coolant.
(5˚F) of the secondary radiator difference,
the Coolant Flow Valve (CFV) is stuck in the 3. Remove water pump following the procedures in
fully closed position. Install a new Coolant the InternationalÆ MaxxForceô 11 and 13 Engine
Control Valve (CCV) assembly following the Service Manual.
procedure in the InternationalÆ MaxxForceô 4. Visually inspect water pump for damage, such as
11 and 13 Engine Service Manual. broken vanes, damaged impeller or a damaged
shaft.
EGES-420
5. Remove and inspect thermostats following the

11 and 13 Engine Service Manual. Check for
opening temperature on both thermostats.
ï Replace as needed. Retest for condition after
repair.
ï If both thermostats pass test, proceed to next
step.
6. If the vehicle is equipped with an automatic
transmission, use appropriate vehicle
service/diagnostics manual to review automatic
transmission diagnostics.
7. If over-temperature condition remains, remove
Figure 110 Thermostat elements radiator and have flow checked at radiator repair
facility.
1. Thermostat housing assembly
2. 60 x 4 O-ring (2) Retest engine for over-temperature condition with
3. Thermostat element (2) repaired or replaced radiator.
4. Ball valves (part of thermostat elements)
EGES-420
Lubrication System Power Steering Fluid Leak to Lube Oil
Symptom
Power steering fluid leaking into the oil is difficult
GOVERNMENT REGULATION: Engine to identify other than the oil level increases and the
fluids (oil, fuel, and coolant) may be a hazard power steering fluid level decreases at the same time.
Handle all fluids and other contaminated Possible Causes
materials (e.g. filters, rags) in accordance ï Power steering pump leak
or dispose of engine fluids, filters, and Procedure
applicable regulations. 1. Adjust oil level to full max range.
2. Adjust power steering fluid to full range.
3. Start and run vehicle.
Visual Oil Level Inspection 4. Turn the key to the OFF position.
1. Use oil level gauge to verify oil level in engine 5. Monitor the lube oil and power steering fluid
while vehicle is parked on level ground. levels.
If the engine has been running, allow a 15 minute ï If the power steering level is decreasing
oil drain down period before checking oil level. and the lube oil level is increasing, install
a new power steering pump following
the procedures in the InternationalÆ
Incorrect Maintenance MaxxForceô 11 and 13 Engine Service
1. Check service maintenance records and discuss Manual.
with customer to determine if the lube oil has been ï If the power steering level is not decreasing
overfilled unintentionally. and the lube oil level is not increasing, the
ï If maintenance is unknown, change the system is operating normally at this time.
oil and filter and retest to see if complaint
reoccurs.
Lube Oil to Coolant
Dilution from Coolant Symptom
1. Lube oil with coolant dilution can be described The coolant is contaminated with an oily residue that
different ways, depending on the quantity of is apparent in deaeration tank.
coolant that has been introduced into the oil. Possible Causes
ï A ìmilkyî substance left under the valve cover ï Oil cooler
and in the oil fill tube is the result of ethylene
glycol based coolant which has not had the ï Oil module
moisture evaporated from the coolant/oil
mixture. Procedure
ï Once the moisture has evaporated from the 1. Verify coolant is contaminated by inspecting
coolant contaminated oil, a dark gray, thick, deaeration tank for presence of oil.
sludge consistency is present. 2. Place a coolant drain pan under oil module.
2. If the lube oil exhibits coolant dilution, do Coolant 3. Remove oil module from engine following the
Leak to Lube Oil (page 99) in this section. procedure in the InternationalÆ MaxxForceô 11
EGES-420
4. Remove oil cooler from oil module following the 2. Remove air cleaner duct from low pressure
procedure in the InternationalÆ MaxxForceô 11 turbocharger inlet and inspect for oil saturation
and 13 Engine Service Manual. from crankcase breather system.
5. Pressure test oil cooler following the procedure in ï If droplets of lube oil are present at crankcase
the InternationalÆ MaxxForceô 11 and 13 Engine breather to low pressure turbo inlet duct,
Service Manual. inspect and repair crankcase breather system
as necessary.
ï If oil cooler fails pressure test, install a
new oil cooler following the procedure in If crankcase breather system is okay,
the InternationalÆ MaxxForceô 11 and 13 diagnose high crankcase pressure, see
Engine Service Manual. High Crankcase Pressure (page 182) in the
ìPerformance Diagnosticsî section of this
ï If oil cooler passes pressure test, install a
manual.
new oil module and oil cooler following the
procedure in the InternationalÆ MaxxForceô ï If a light film of lube oil is present at the
11 and 13 Engine Service Manual. crankcase breather to low pressure turbo
inlet duct, proceed to next step.
3. Remove Low Pressure Charge Air Cooler
Lube Oil to Intake
(LPCAC) assembly following the procedure in the
Symptom
Service Manual.
There is a light film of lube oil normally present in the
4. Inspect for lube oil at LPCAC.
intake due to the configuration of the closed crankcase
breather system. These tests should only be done ï If droplets of lube oil are present at the
when there is a customer complaint of high lube oil LPCAC assembly, check and repair low
consumption. pressure turbocharger assembly following the
Possible Causes
ï Crankcase breather system
ï If a light film of lube oil is present at the
ï High pressure turbocharger LPCAC assembly, check and repair high
pressure turbocharger assembly following the
ï Low pressure turbocharger
ï High crankcase pressure 11 and 13 Engine Service Manual.
Procedure
Lube Oil to Exhaust
1. Remove Intake Throttle Valve (ITV) assembly to
verify volume of lube oil entering intake system. Symptom
ï If droplets of lube oil is present at ITV, These tests should only be done when there is a
continue with next step. customer complaint of high lube oil consumption
ï If light film of lube oil is present at ITV, the or plugged Diesel Particulate Filter (DPF) or Diesel
system is operating as designed and no repair Oxidation Catalyst (DOC). If the complaint is ìwet
is necessary. exhaustî or leakage of exhaust system joints, verify
Aftertreatment Fuel Injector (AFI) and/or system is
functioning properly.
Possible Causes
ï High pressure turbocharger
ï Internal engine damage
EGES-420
Procedure ï If oil is present at inside of high pressure

turbine inlet of exhaust manifold, remove
1. Remove retarder control system exhaust manifold
three exhaust manifolds from cylinder head
with butterfly from low pressure turbocharger
MaxxForceô 11 and 13 Engine Service Manual.
Manual and proceed to next step to pinpoint
Identify if lube oil is present at turbine side of low
the power cylinder of concern.
pressure turbocharger.
4. Repair power cylinder following the procedure in
ï If no oil is present at exhaust outlet of low
the InternationalÆ MaxxForceô 11 and 13 Engine
pressure turbocharger, the leak into the
Service Manual for repair of specific component.
exhaust is most likely fuel. Verify the AFI
and/or system is functioning properly see
Fuel to Exhaust (page 113) in this section.
Lube Oil to Fuel
ï If oil is present at exhaust outlet of low
pressure turbocharger, remove low pressure Symptom
turbocharger following the procedure in
Lube oil to fuel is a very uncommon occurrence.
The customer should be questioned to verify
Engine Service Manual and proceed to the
maintenance practices. These tests should only
next step.
be done when there is a customer complaint of high
2. Inspect turbine housing on high pressure lube oil consumption.
turbocharger and identify if lube oil is present
Possible Causes
at turbine side of the high pressure turbocharger.
ï Customer adding used lube oil to fuel
ï If no oil is present at turbine of high pressure
turbocharger, the leak into exhaust is from ï Cracked cylinder head
low pressure turbocharger. Install a new
Tools
low pressure turbocharger following the
procedure in the InternationalÆ MaxxForceô ï High Pressure Return Line Tester (19mm) (page
11 and 13 Engine Service Manual. 453)
ï If oil is present at turbine of high pressure ï Fuel Inlet Restriction and Aeration Tool (page 451)
turbocharger, remove high pressure
turbocharger following the procedure in Procedure
1. Take a fuel sample from the fuel tank and inspect
Engine Service Manual and proceed to next
for lube oil contamination.
step.
ï If fuel sample is contaminated, replace
3. Inspect the inside of the high pressure turbine inlet
contaminated fuel with clean fuel. Advise
of exhaust manifold for presence of lube oil.
the driver not to add lube oil to fuel tanks.
ï If no oil is present inside of high pressure Retest the system.
turbine inlet of exhaust manifold, the leak into
ï If the fuel sample is not contaminated,
exhaust is from high pressure turbocharger.
Install a new high pressure turbocharger
Manual.
EGES-420
4. Connect Fuel Inlet Restriction and Aeration Tool to

high pressure pump inlet and a clean fuel source.
5. Start engine and run at low idle for 10 minutes.
6. If fuel is cloudy on return from cylinder head,
cylinder head is porous or cracked. Install a
new cylinder head following the procedure in the
Service Manual.
Low Oil Pressure

Causes
ï Low oil level
Figure 111 High Pressure Return Line Tester ï High oil level/oil contamination
(19 mm)
ï Incorrect oil viscosity
ï Inaccurate Engine Oil Pressure (EOP)
2. Remove hollow screw at the rear of cylinder head sensor/circuit
and install High Pressure Return Line Tester
(19mm) in cylinder head fuel return port. Run ï Restricted oil filter
open end into a clean container. ï Oil sump/oil suction line damage
3. Disconnect high pressure pump inlet line. ï Camshaft bearing wear/damage
ï Oil pressure regulator wear/damage
ï Broken, missing or loose piston cooling tube(s)
ï Internal engine bearing wear/damage
ï Scored or damaged oil pump
ï Missing oil gallery cup plugs (front or rear)
Tools
447)
ï Gauge Bar Tool (page 452)
Figure 112 Fuel Inlet Restriction and Aeration

Tool
EGES-420
Procedure ï If the dash oil pressure gauge shows normal

oil pressure, verify EOP with EST. Check for a
WARNING: To prevent personal injury or Low Oil Active DTC and investigate any active
death, make sure the parking brake is set, the DTCs associated with low oil pressure.
transmission is in neutral or park, and the wheels
are blocked when running the engine in the
service bay,

death, when routing test leads, do not crimp
leads, run leads too close to moving parts or let
leads touch hot engine surfaces.

NOTE: Engine oil level varies depending on
temperature of engine. Figure 113 Oil pressure gauge connection
1. Park the vehicle on level ground and shut down

the engine for 5 minutes. 4. Connect fitting on test line with fuel/oil pressure
2. Verify oil level in engine using oil level gauge while test coupler to a 0 to 1723 kPa (0 to 250 psi)
vehicle is parked on level ground. Check to see if gauge.
oil is contaminated with fuel or coolant. 5. Connect fuel/oil pressure test coupler to
ï If oil is not contaminated, proceed to next diagnostic coupling assembly on the side of
step. the oil module behind the LPCAC.
ï If oil is contaminated, go to Fuel in Lube Oil 6. Start engine and measure oil pressure at both low
(page 112) or Coolant Leak to Lube Oil (page and high idle, under no load conditions. Engine
99) in this section. must be at normal operating temperature.
3. Verify low engine oil pressure complaint on dash ï If oil pressure reads within specification listed
oil pressure gauge. in ìAppendix A: Performance Specificationsî,
and the oil pressure indicator indicates low
ï If the dash oil pressure gauge shows low oil pressure, perform Engine Oil Pressure
pressure, verify Engine Oil Pressure (EOP) (EOP) Sensor diagnostics (page 365) in
with EST. Check for a Low Oil Active DTC and the ìElectronic Control Systems Diagnosticsî
investigate any active DTCs associated with section of this manual. Repair or replace oil
low oil pressure. pressure indicator as required.
ó If EST indicates low EOP proceed to next ï If oil pressure does not read within
step. specification, proceed to next step.
ó If EST indicates normal EOP investigate 7. Remove the oil filter and inspect for debris.
failed or malfunctioning oil pressure
gauge on dash. See the appropriate ï If oil filter has debris, install a new oil filter.
Vehicle Model Service Manual. Inspect oil by-pass valve located in oil module
housing. If debris is present in the oil
by-pass valve clean the oil by-pass valve
as necessary. Retest system.
EGES-420
ï If oil filter does not have debris, install oil filter ï If visual inspection does not identify any
and retest system. concerns, proceed to next step.
ï If the vehicle fails a retest, proceed to next 13. Connect regulated shop air line to the oil filter
step. module diagnostic coupling assembly.
8. Remove oil sump, following the procedure in the 14. Slowly apply air pressure in 34.5 kPa (5 psi)
InternationalÆ MaxxForceô 11 and 13 Engine increments up to 345 kPa (50 psi).
Service Manual.
NOTE: There will be loss of air at many lube points;
9. Inspect oil suction line for damage. however, the amount of loss should not be excessive.
ï If oil suction line is damaged, install a new 15. Check for audible loss of air pressure. If air loss is
oil suction line following the procedure in identified in the following areas, inspect and repair
the InternationalÆ MaxxForceô 11 and 13 the associated components as necessary:
Engine Service Manual. Retest the engine
ï Front of engine right side ñ oil pressure
for correct oil pressure.
regulator, oil galley plugs
ï If oil suction line is not damaged, install a
ï If a continues flow if oil is coming out of the oil
new oil sump following the procedure in
return port remove and replace oil pressure
relief valve.
Engine Service Manual. Proceed to the next
step. ï Rear of engine ñ oil galley plugs
10. Drain oil from engine using a clean drain pan. ï Main and rod bearings
Inspect oil drain plug magnet and drained oil for
ï Upper engine ñ camshaft bearings (removal
debris. An oil sample can be taken to determine
of the valve cover is required)
level of engine wear metals and contaminants in
oil. ï If no leak has been found, remove the front
cover of the engine and inspect the oil pump
11. Remove oil sump following the procedure in the
Service Manual.
Manual.
12. Visually inspect for missing, loose or damaged
oil suction line, O-ring, piston cooling tubes, and
bearing inserts.
ï If visual inspection identifies any concerns,
repair as necessary and retest system.
EGES-420
Fuel System ï Aftertreatment restriction

Engine effects
ï Incorrect or inoperative thermostat(s)
GOVERNMENT REGULATION: Engine ï Failed turbocharger control system
to human health and the environment. ï Fuel system performance loss
Handle all fluids and other contaminated ï Fuel system leaks
with applicable regulations. Recycle ï Base engine performance loss
or dispose of engine fluids, filters, and ï Exhaust Gas recirculation (EGR) system failure
applicable regulations. ï Intake Throttle Valve (ITV) system failure
Procedure
1. Review operator records and fueling procedures.
Excessive Fuel Consumption Measurement errors are common. Fuel
consumption taken only from one tank of use
Symptom is susceptible to significant error because of filling
More fuel is required to perform the same task. procedures and vehicle application differences
during operation. Accurate fuel consumption
Possible Causes must be measured over time with a record of what
the vehicle was doing during the measurement
Operator effects period.
ï Inaccurate record keeping or tank filling 2. Loss of fuel economy is normal if winter blend fuel,
ï Winter blend, kerosene or No. 1 diesel fuel kerosene or No. 1 diesel fuel is being used.
ï Unrealistic expectations 3. Review vehicle specifications to determine if fuel

consumption is normal for type of application
Application effects and use of vehicle. Compare consumption with
ï Heavy loading Gross Vehicle Weight (GVW) similar vehicles in the same application and
TCAPE report.
ï Low rear axle ratio
4. Do all tests on Performance Diagnostic form or in
ï Large frontal area ìPerformance Diagnosticsî section of this manual.
ï Accessory usage (such as Power Takeoff) These tests verify the operating condition of the
ï Additional equipment drawing fuel from vehicle following engine and chassis systems:
fuel tanks ï Intake system
ï Extended idle applications ï Exhaust system
ï Tire size, tire condition, or air pressure ï Fuel delivery and filtration
Chassis effects ï High pressure fuel system
ï Brake drag ï Injector operation
ï Cooling fan clutch locked ON ï EGR system operation
ï Transmission slippage/shifting ï ITV system operation
ï Fuel tank plumbing or venting ï Boost pressure actuator operation
ï Intake or exhaust restriction ï Base engine condition
EGES-420
ï Electronic control system condition 5. Disconnect the fuel supply line from the AFI.
If all tests are passed, the engine is operating 6. Connect a regulated air pressure source to fuel
normally. inlet of AFI and pressurize to 207 kPa (30 psi) for
up to 20 minutes.
ï If air bubbles are observed at deaeration tank,
Fuel in Coolant
install a new AFI following the procedure in
Symptom
Coolant has a diesel fuel odor.
ï If no air bubbles are present at deaeration
Causes tank, proceed to next step.
ï Leaking coolant heated auxiliary fuel filter (if
equipped)
ï Cracked or porous cylinder head casting in fuel
return area
Tools
Procedure
1. Isolate and test any add-on coolant heated
auxiliary fuel filter per manufacturerís instructions.
ï If leak is found, install a new coolant
heated auxiliary fuel filter per manufacturerís
instructions.
ï If no leak is detected, proceed to next step. Figure 114 Cylinder head fuel leak test
WARNING: To prevent personal injury 7. Remove hollow screw at the rear of cylinder head
or death, do the following when removing the and adapt compressed air source to cylinder
radiator cap or deaeration cap: head.
ï Allow engine to cool for 15 minutes. 8. Pressurize cylinder head to 550 to 690 kPa (80 to
100 psi) for up to 20 minutes.
deaeration cap. 9. Observe deaeration tank for air bubbles or loss of
pressure at gauge. If air bubbles are observed
at the deaeration tank, install a new the cylinder
pressure.
head following the procedure in the InternationalÆ
ï Pause for a moment to avoid being scalded by MaxxForceô 11 and 13 Engine Service Manual.
steam.
ï Continue to turn cap counterclockwise to remove. Fuel in Lube Oil
Symptom
NOTE: Do not reinstall deaeration cap at this time.
Oil has a diesel fuel odor and oil level in engine
3. Fill deaeration tank with coolant to a level above consistently increases.
deaeration tank inlet.
Possible Causes
4. Disconnect electrical connector to Aftertreatment
Fuel Injector (AFI). ï Fuel injector(s)
EGES-420
ï High pressure fuel pump ï Remove valve cover following the procedure
in the InternationalÆ MaxxForceô 11 and
ï Cylinder misfire (wash down)
13 Engine Service Manual for injector body
Tools inspection. If a leak is located, install a new
fuel injector and pressure pipe neck.
ï Alternate supply of clean diesel fuel
9. If no leaks are located, contact Tech Central at
ï UV Leak Detection Kit (page 454)
1-800-336-4500 for further assistance.
ï UV Leak Detection Fluorescent Dye Cartridge
Procedure Fuel to Intake

1. If the engine has a misfire, see Special Tests
Symptom
(page 178) in the îPerformance Diagnosticsî
section of this manual. Use procedures in the Fuel leaking into the intake results in black smoke and
InternationalÆ MaxxForceô 11 and 13 Engine eventual Diesel Particulate Filter (DPF) codes.
Service Manual for repair of specific component.
Possible Causes
2. Verify oil contamination by performing a white
paper test or oil analysis. ï Cold Start Solenoid (CSS) valve
ï Place one drop of suspect diluted oil on a ï CSS valve control
clean sheet of printer or copier paper.
Procedure
ï If the oil wicks away rapidly into the paper,
there is fuel contamination. 1. If the engine has a misfire, see Special Tests
(page 178) in the ìPerformance Diagnosticsî
ï If the oil maintains a uniform and
section of this manual.
slow expanding stain, there is no fuel
contamination. 2. Disconnect electrical connector from the CSS
valve.
3. Inspect the fuel system for leaks.
3. Disconnect glow plug supply fuel line from glow
NOTE: The UV Leak Detection Kit requires warm-up
plug.
time. Turn on the UV Leak Detection Kit.
4. Hand pump primer and check for fuel leakage
4. Verify there is no dye in the oil before starting the
from CSS valve.
dye test.
5. Start engine and run at low idle. Check for fuel
5. Supply engine with an alternate supply of clean
leakage from CSS valve.
diesel fuel with dye mixed to manufacturers
specification. ï If leakage is observed, install a new
CSS valve following the procedure in the
6. Turn ignition switch to ON position, run the engine
at high idle for a maximum of five minutes. Turn
ignition switch to OFF position.
ï If no leakage is observed, check the CSS
7. Remove oil fill tube.
valve control circuit. See CSS Valve Control
8. Using the UV Leak Detection Kit, inspect for leaks (page 293) in the ìElectronic Control System
in the following areas: Diagnosticsî section of this manual.
ï Inspect front seal of high pressure pump
for leakage. If a leak is located, install Fuel to Exhaust
a new pump following the procedure in
the InternationalÆ MaxxForceô 11 and 13 Symptom
Fuel leaking into the exhaust results in a wet exhaust
system and possibly damage the DPF.
EGES-420
Possible Causes ï Difficulty priming fuel system

ï AFI Possible Cause
ï Internal engine damage ï Leaks in fuel supply to fuel pump
ï Loose fuel injector hold down
Procedure
ï Missing/damaged fuel injector sealing washer
1. Disconnect fuel line from AFI.
Procedure
death, wear safety glasses with side shields. See Fuel System in the ìHard Start and No Start
Limit compressed air pressure to 207 kPa (30 psi). Diagnosticsî section of this manual.
2. Connect a regulated air pressure source with a

shut-off valve to fuel inlet of AFI and pressurize to Water in the Fuel
207 kPa (30 psi).
Symptom
3. Close the shut-off valve and monitor air pressure
for two minutes. Water in fuel exhibits one or more of the following
characteristics:
ï If the air pressure drops, install a new AFI
following the procedures in the InternationalÆ ï Engine stall during operation
MaxxForceô 11 and 13 Engine Service ï Rough running engine
Manual.
ï No start if water has frozen
ï If pressure remains constant, proceed to next
step. Possible Causes
4. If engine has a misfire, see Special Tests (page ï Water in fuel supply system
178) in the ìPerformance Diagnosticsî section of ï Ice in fuel lines
this manual.
Tools
5. Remove exhaust manifold from the cylinder head
following the procedure in the InternationalÆ ï Clean drain pan, flat with a wide opening
MaxxForceô 11 and 13 Engine Service Manual
and pinpoint the power cylinder of concern. Procedure

Fuel Pressure and Aeration death, do not let engine fluids stay on your skin.
Symptom with soap and water. Wash or discard clothing
Fuel aeration exhibits one or more of the following
characteristics:
ï Engine stall during operation
death, do not mix gasoline, gasohol, or alcohol
ï Rough running engine with diesel fuel. An open heat source, spark, cell
phone or electronic device can ignite these fuel
ï Extended engine crank time (hard start)
mixtures. This creates a fire hazard and possible
ï Fuel pressure slow to build while cranking explosion.
ï Excessive fuel pressure while cranking 1. Put a clean flat drain pan under the filter housing.
ï Pulsating fuel pressure during crank or engine 2. Drain the water separator following the
running at idle. procedures in the InternationalÆ MaxxForceô
EGES-420
11 and 13 Engine Operation and Maintenance Procedure

Manual.
Perform this procedure when the following conditions
3. Check the fuel in the drain pan for engine coolant occur:
or other contamination. Dispose of the contents
ï Fuel tank is drained or runs dry
in the drain pan properly in accordance with local
requirements. ï The primary fuel filter is removed or replaced
ï Excessive water or contaminants may ï Any fuel connection between fuel tank and
indicate the tank and fuel system need to secondary fuel filter is broken
be flushed and cleaned.
ï The secondary fuel filter is removed or replaced
ï Some sediment and water may be present
ï The high pressure fuel system is serviced
if fuel filter has not been replaced for a long
period of time, or if the sediment and water 1. Make sure all fuel system connections are secure
have not been drained recently. and the proper fuel filters are installed.
ï The fuel should be clear, not cloudy. Cloudy 2. Make sure the battery is fully charged or install a
fuel indicates that it is not a suitable grade for battery charger.
cold temperatures.
3. Prime suction side of low pressure fuel system:
ï The fuel should not be dyed red or blue, these
a. Tighten primary fuel filter components that
colors indicate off-highway fuel.
were removed (canister filter element, seals,
ï The fuel should not indicate evidence of or bowl) to specified torque values.
waxing or gelling. Waxing or gelling in some
b. Unscrew the piston knob on manual fuel
fuels in cold weather could clog fuel filters
priming pump and start pumping until fuel
and the fuel pump and cause restrictions in
pressure builds up on delivery side of primer
the fuel or low fuel pressure.
pump. The pressure build up is indicated
4. If fuel sample indicates water in fuel, obtain a fuel by higher pumping force on manual priming
sample from fuel tanks. pump.
ï If fuel sample indicates water in fuel, drain fuel c. Fully screw piston knob back in when priming
tanks and refuel tanks with clean fuel. is complete.
ï If fuel sample does not indicate water in CAUTION: To prevent damage to the starter, if engine
fuel, the source of water is probably the fuel fails to start within 30 seconds, release ignition switch
strainer. and wait two to three minutes to allow starter motor to
cool.
4. Engage starter for 30 seconds and allow starter to
Priming the Fuel System
cool for two minutes.
CAUTION: To prevent engine damage, do not
5. If engine does not fire during the first two cranking
manually actuate the Fuel Pressure Control Valve
attempts, connect Electronic Service Tool (EST)
(FPCV) to build rail pressure, if the engine will
and monitor pressure gauge during third cranking
not start. This can damage internal parts in the
attempt.
high-pressure pump.
a. If pressure does not build up during third
CAUTION: To prevent damage to engine, plug
cranking attempt, unscrew primary filter cap
component connections immediately after each fuel
and separate filter element from filter cap.
line is removed using clean fuel system caps.
b. Make sure filter element is fully seated on the
NOTE: If the fuel system will not prime during
standpipe.
diagnosis, the engine exhibits pulsating fuel pressure.
See Low Pressure Fuel System (page 137) in the c. Reassemble the primary fuel filter assembly.
ìHard Start and No Start Diagnosticsî section of this
manual.
EGES-420
6. Engage starter for 30 seconds and allow starter ï Digital Multimeter (DMM) (page 444)
to cool for two minutes, monitor the Engine Fuel
ï CMP, CKP and FPCV Breakout Harness (page
Pressure (EFP) sensor on the EST. If engine does
444)
not start and there is no increase in pressure, then
repeat steps 3 and 4.
7. If engine does not fire after five crank events, Test FRP Sensor
de-energize the FPCV in the high pressure pump.
NOTE: Verify adequate fuel supply pressure.
NOTE: De-energizing the FPCV closes the valve
1. Connect the EST to vehicle.
and controls the valve at the lower limit of 6.7%
Pulse Width Modulate (PWM) signal. This allows all 2. Open COM device.
fuel delivered by the internal transfer pump to go to
3. Verify correct engine family and model year is
high pressure pump and allows for a minimum high
selected.
pressure pump outlet pressure making refilling easy.
4. Launch EST.
8. Engage starter for 30 seconds to purge any
trapped air from high pressure pump. Allow 5. Select Sessions drop-down menu.
starter to cool for two minutes.
6. Select D_HardStartNoStart.ssn file.
9. Re-energize the FPCV. Engage starter for 30
7. Using EST, measure low pressure fuel pressure
seconds and allow starter to cool for two minutes.
while idling engine.
If engine does not start, contact Tech Central at
1-800-336-4500. ï If low pressure fuel system pressure is at or
above specification, proceed to next step.
ï If low pressure fuel system pressure is below
Low Fuel Rail Pressure
specification, see Low Pressure Fuel System
(page 137) in the ìHard Start and No Start
Symptom
Diagnosticsî section of this manual.
Low fuel rail pressure results in an engine hard start
8. Turn ignition key to OFF position.
or no start condition.
NOTE: Disconnecting FPCV causes high pressure
Possible Causes
fuel pump to default to a 800-900 bar (11,603-13,053
ï Fuel Rail Pressure (FRP) sensor or circuit psi) fuel pressure.
ï FPCV or circuit 9. Disconnect FPCV electrical connector.
ï Engine Control Module (ECM) 10. Start and idle engine.
ï High pressure fuel line leaks (internal or external 11. Monitor and record fuel pressure reading from
fuel lines) FRP sensor.
ï High pressure fuel pump ï If FRP sensor reading is 800-900 bar
(11,603-13,053 psi), FRP sensor is operating
ï Fuel injectors
correctly
ï Insufficient low pressure fuel pressure
ï If FRP sensor is not reading between 800-900
ï Plugged fuel filter bar (11,603-13,053 psi), proceed to the next
test.
ï Aerated fuel
Tools
Check FPCV Coil Resistance
447) 1. Disconnect FPCV.
ï IC4 USB interface cable (page 447) 2. Connect CCMP, CKP and FPCV Breakout
Harness to the FPCV.
EGES-420
3. Measure resistance between pins 1 and 2 of the 7. Select D_HardStartNoStart.ssn file.

CMP, CKP and FPCV Breakout Harness.
8. Connect CMP, CKP and FPCV Breakout Harness
4. The resistance specification is 2-4 ohms. to FPCV and engine harness.
ï If resistance is out of specification, see Fuel 9. Connect positive lead of the DMM to a battery
Pressure Control Valve (FPCV) (page 379) in positive connection. Connect negative lead to
the ìElectronic Control Systems Diagnosticsî CMP, CKP and FPCV Breakout Harness pin 2.
10. Set DMM to voltage, press the duty cycle button,
ï If resistance is within specification, verify that and press trigger button to make sure DMM is set
ECM is controlling FPCV. See FPCV Duty to positive trigger.
Cycle Control (page 117) in this section.
11. Turn ignition switch to ON position and crank
engine. Measure the duty cycle using DMM. The
measurement should be approximately 50% duty
FPCV Duty Cycle Control
cycle positive trigger value, and the desired duty
Measuring the duty cycle of the FPCV verifies that cycle using the EST.
ECM is controlling high pressure fuel pump.
ï If duty cycle is out of specification or does not
1. Connect EST to vehicle. match desired duty cycle, see Fuel Pressure
Control Valve (FPCV) (page 379) in the
2. Open COM device.
ìElectronic Control Systems Diagnosticsî
3. Verify correct engine family and model year is section of this manual.
selected.
ï If duty cycle is within specification and
4. Verify CAN is selected. matches desired duty cycle, measure pump
output. See High Pressure Fuel System
5. Launch EST.
(page 140) in the ìHard Start and No Start
6. Select the Sessions drop-down menu. Diagnosticsî section of this manual.
EGES-420
Engine Inspection ï Low pressure fuel pressure below specification

ï High pressure fuel pressure below specification
Symptom
ï Inoperative ITV
Excessive low power on take-off or intermittent low
power from drive cycle to drive cycle ï Aerated fuel
ï Low power at steady speed complaints may ï ECM or electronic control system faults
indicate a low pressure turbocharger issue.
ï Fuel injectors not working properly
ï Low power on acceleration complaints may
ï EGR control valve stuck open
indicate a high pressure turbocharger or boost
control issue. ï Power cylinder problems
ï Valve train problems
Possible Causes
ï Engine or flywheel balance problems
Low Power
ï Exhaust system to cab/chassis contact
ï Electrical power or ground issue
ï AFT problems
ï Inoperative turbocharger assembly
ï Loose/worn engine mounts
ï Failed Boost Control Solenoid (BCS) valve
ï Failed CAC(s)
ï Stuck Exhaust Gas Recirculation (EGR) control
valve ï Failed extension tube(s)
ï Aerated fuel ï Plugged DPF
ï Engine Control Module (ECM) or electronic ï Plugged Diesel Oxidation Catalyst (DOC)
control system faults
Tools
ï Poor fuel quality
ï Low pressure fuel pressure below specification
ï Boost Control Solenoid Breakout Harness (page
ï High pressure fuel pressure below specification 442)
ï Fuel injectors not working properly ï EST with Master Diagnostics® Software (page
447)
ï Inoperative Intake Throttle Valve (ITV)
ï Power cylinder problems
ï Valve train problems
Low Power (Turbocharger Assembly and
ï Failed Charge Air Cooler(s) (CAC)
Actuator)
ï Failed extension tube(s)
1. Carry out the actuator test. See Actuator Test
ï Aftertreatment (AFT) system issues (page 162) in the ìPerformance Diagnosticsî
ï Plugged Diesel Particulate Filter (DPF)
ï If actuator test fails, proceed to next step.
ï Stuck closed Retarder Control
Rough Idle
ï Poor fuel quality
EGES-420
ï If actuator test passes, the turbocharger or ï If duty cycle does not command BCS valve
boost control actuator may not be cause of to open, repair signal control problem.
low power. See Boost Control Solenoid (BCS) Valve
(page 253) in the ìElectronic Control System
ï Inspect the High Pressure Charge Air
Cooler (HPCAC) and Low Pressure
Charge Air Cooler (LPCAC) for boost ï Retest system for correct operation.
leaks to atmosphere.
ï Verify all tests in the ìPerformance
High Crankcase Pressure
Diagnosticsî section of this manual do
not indicate another cause.
Possible Causes
ï If low power complaint is intermittent, and
ï Air compressor
all tests in ìPerformance Diagnosticsî
section of this manual do not indicate ï Turbocharger(s)
another cause, proceed to next step.
ï Cylinder damage
2. Connect Boost Control Solenoid Breakout
Harness between engine harness and BCS
valve. Measure duty cycle between BCS valve
Procedure
power and ground terminals while testing system
with actuator test. 1. For high crankcase pressure diagnostics, see
High Crankcase Pressure Test (page 182) in
ï If actuator test fails, and duty cycle
the ìPerformance Diagnosticsî section of this
commands BCS valve to operate, replace
manual.
BCS valve.
ï If low power complaint is intermittent, and
duty cycle commands the BCS valve to
operate, inspect BCS valve signal wires for
corroded or loose connections.
ï If signal wires are properly connected, not
corroded, and tests in the ìPerformance
Diagnosticsî section of this manual, do
not indicate another cause, replace BCS
valve following the procedures in the
EGES-420
Electrical System Procedure

Engine Control Module (ECM) Reset (Intermittent 1. Using the Electronic Service Tool (EST) with
Engine Stumble) MasterDiagnosticsÆ software, check for DTCs
for the engine and chassis modules.
Symptom
ï If DTC 5541 (unexpected reset fault EIM) is
An ECM reset occurs when the ECM momentarily present as an active or inactive code, skip to
reboots or is turned off and on while the engine is step 4.
operating. Symptoms of this include the following:
ï If any other engine DTCs are active, perform
ï WAIT TO START lamp cycles on while engine appropriate diagnostics and repairs before
running continuing with these procedures.
ï Cold start assist glow plug recycles while engine ï If any chassis DTCs are active when checking
running the Electronic System Controller (ESC),
perform appropriate diagnostics and repairs
ï Engine stumbles and may die
before continuing.
ï Loss of accelerator pedal authority
2. Inspect the fuel system. See Fuel System in the
ï Miles driven are not logged if ECM reset occurs ìPerformance Diagnosticsî section of this manual.
during current key cycle
See the ìElectronic Control Systems Diagnosticsî
If a reset occurs, the engine momentarily stumbles section of this manual or the application specific truck
and ECM goes through a normal key on cycle. This Circuit Diagram Manual and Service Manual when
includes the following: performing the following steps.
ï Illuminating the WAIT TO START lamp 3. Check all ECM and Engine Interface Module
(EIM) related fuses.
ï Validating the accelerator pedal position
4. Check the EIM power relay.
If the pedal is not at idle position when the reset
occurs, a Diagnostic Trouble Code (DTC) is set and 5. Check all battery, VIGN and ground connections for
engine speed goes to low idle. The ECM will not ECM.
allow accelerator pedal authority until the Accelerator
6. Monitor ECM power and ground with breakout box
Position Sensor (APS) is released.
under operator complaint conditions.
An ECM reset occurs when the ECM momentarily
7. If root cause has not been identified in previous
reboots or is turned off and on while engine is
steps, continue diagnosis by doing the remaining
operating.
tests in ìPerformance Diagnosticsî section of this
manual.
EGES-420
5 HARD START AND NO START DIAGNOSTICS 121
Table of Contents
Diagnostic Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123

Order Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124
Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126

1. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Fuel Level and Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Intake Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
2. Initial Ignition Switch ON (Do not start). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
3. Engine Cranking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
4. Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Check for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
5. Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Entering Vehicle Information Using The EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
6. Electronic Service Tool (EST) Data List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
Monitoring Engine Systems Using An EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
Monitoring Engine Systems Without An EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
7. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
Special Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

8. Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
8.1. Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
8.2. High Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
9. Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
10. Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
EGES-420
122 5 HARD START AND NO START DIAGNOSTICS
EGES-420
Diagnostic Form results. If a problem was found and corrected, it is

not necessary to complete the remaining tests.
The Engine Performance Diagnostic Form (Hard
Start and No Start side) directs technicians to See appendices for Diagnostic Trouble Codes (DTCs)
systematically troubleshoot a hard start or no start and engine performance specifications.
condition and avoid unnecessary repairs.
This section shows detailed instructions of the tests
Order Information
on the form. Use this manual with the form and
referenced for supplemental test information. Use the Diagnostic Form EGED-425 Engine Performance is
form as a worksheet to record all test results. available in 50 sheet pads. To order technical service
literature, contact your International® dealer.
Do all tests in sequence, unless otherwise stated.
Doing a test out of sequence can cause incorrect
EGES-420
Header Information
Entering Header Information NOTE: Performance specifications are

periodically published in a TSI format to support
1. Technician
new model year products. Check service bulletin
2. Date repository on ISIS for appropriate model year
application.
3. Unit No. (dealerís quick reference number)
4. Customer complaint (interview driver)
ï Turbocharger Part No.(s)
Vehicle Information
Verify EIM Calibration with Vehicle Specifications
The Vehicle Identification Number (VIN) is located on
the VIN plate. Obtain the VIN information from ISIS.
5. VIN ñ the last 8 digits (verify to VIN plate)
6. Build date (verify to VIN plate)
7. Engine horsepower (hp)
8. Engine Interface Module (EIM) calibration
9. Engine Control Module (ECM) calibration
10. Aftertreatment Control Module (ACM) calibration
11. Transmission type
12. Engine Serial Number (ESN)
Performance Specification Information

13. See ìAppendix A: Performance Specificationsî in Figure 116 Select VIN + session (example)
this manual or Technical Service Information (TSI)
to obtain the following header information:
14. Using the Electronic Service Tool (EST) with
MasterDiagnosticsÆ software, open the VIN
session by selecting the VIN+ icon.
EGES-420
Figure 117 VIN session (example)
15. Verify the following match vehicle specifications: ï Transmission

ï VIN 16. Enter the following information:
ï EIM calibration ï Odometer (miles)
ï ECM calibration ï Engine hours
ï ACM calibration ï Intake Air Temperature (IAT)
ï Rated hp ï Intake Air Temperature 2 (IAT2)
ï EFRC ï Engine Coolant Temperature (ECT)
ï ESN ï Engine Coolant Temperature 2 (ECT2)
Note: The ESN is located on the engine ï Engine Oil Temperature (EOT)
block, on the left side of the crankcase above
ï Manifold Absolute Temperature (MAP)
the high pressure pump and on the exhaust
emission label on the valve cover. ï Barometric Absolute Pressure (BAP)
EGES-420
Required Test Procedures ï Fuel dilution

ï Coolant contamination
ï Power steering fluid contamination
to human health and the environment. Fuel Level and Quality
Handle all fluids and other contaminated NOTE: Engine should not be running. Make sure
materials (e.g. filters, rags) in accordance levels have stabilized.
or dispose of engine fluids, filters, and 1. Park vehicle on level ground.
other contaminated materials according to 2. Use dash gauge and inspect fuel tank fill ports to
applicable regulations. verify fuel level.

WARNING: To prevent personal injury or death, read all safety instructions in the ìSafety
death, read all safety instructions in the ìSafety Informationî section of this manual.
Informationî section of this manual.
1. Visual Inspection WARNING: To prevent personal injury or
Purpose flames or sparks when taking a fuel sample.
To check all fluid levels and inspect engine systems 3. Retrieve a fuel sample from the fuel tank.
for problems such as leaks, open connections and
harness chaffing. 4. Check for water, waxing, sediment, gasoline, or
kerosene.
Tools
ï If the fuel quality is satisfactory, no action is
ï Inspection lamp required.
ï If the fuel quality is questionable, correct the
Engine Oil issue. Take another sample to verify fuel
quality.
the engine for five minutes. 5. Visually inspect the fuel strainer for debris.
2. Use oil level gauge to verify engine oil level. ï If debris is observed, clean the fuel strainer
and retest.
3. Record results on Engine Performance
Diagnostic Form (Hard Start and No Start side). ï If no debris is observed, proceed with the next
step.
Possible Causes 6. Obtain a fuel sample from the fuel filter housing
Engine oil is within normal operating range drain.
ï No repair is required 7. Inspect the fuel sample for debris, icing and
contamination.
Engine oil is below normal operating range
ï If any visual fuel issues exist, correct the issue
ï Improper servicing and retest the system.
ï Oil leaks ï If no visual fuel issues exist, proceed with the
ï Oil consumption next step.
Engine oil is above normal operating range

ï Improper servicing
EGES-420
8. Record results on Engine Performance Intake Air System

Diagnostic Form (Hard Start and No Start side).
1. Inspect the air cleaner restriction indicator.
ï If fuel level is sufficient, and no tank
2. Inspect the intake air system including the LPCAC
contamination is evident, no repair is
system, the HPCAC system, the air inlet duct,
required.
Intake Throttle Valve (ITV) and piping for damage
ï If fuel level is low, fill the fuel tanks to a or restrictions.
level that is sufficient to operate the engine.
3. Inspect all intake air system connections and
Inspect for leaks, fuel dilution or inoperable
clamps.
tank transfer pump.
ï If the intake air system is okay, no repair is
Possible Causes required.
ï Fuel contamination ï If an intake air system issue is found, repair
as required.
ï Incorrect fuel grade for cold temperatures
ï Fuel leaks Possible Causes
ï Fuel line damage ï Loose or damaged clamps
ï Damaged connectors
Engine Coolant Level ï Restricted air filter
NOTE: Engine should not be running. ï Restricted air intake (debris)
1. Park vehicle on level ground. ï Stuck closed ITV
2. Check coolant level as indicated on deaeration
tank level window.
Exhaust System
3. Record results on Engine Performance
1. Inspect exhaust system (engine and vehicle) for
leaks or damage that would restrict exhaust flow.
Some conditions that could restrict the exhaust
Possible Causes
are damaged exhaust, plugged Diesel Oxidation
Engine coolant is within normal operating range Catalyst (DOC), plugged Diesel Particulate Filter
(DPF), or exhaust manifold with butterfly stuck
ï No repair is required
closed.
Engine coolant is below normal operating range
ï If exhaust system is okay, no repair is
ï Improper servicing required.
ï External coolant leaks ï If exhaust system issue is found, repair as
required.
ï Coolant in combustion cylinder(s)
ï Coolant leak in the Low Pressure Charge Air Possible Causes
Cooler (LPCAC)
ï Loose or damaged clamps
ï Coolant leak in the High Pressure Charge Air
ï Damaged exhaust pipes
Cooler (HPCAC)
ï Exhaust manifold with butterfly stuck closed
ï Coolant leak in the Exhaust Gas Recirculation
(EGR) module ï AFT system regeneration required
ï Coolant leak in the Aftertreatment (AFT) system ï Restricted AFT system
ï Failed turbocharger or turbochargers
EGES-420
Electrical System 2. Inspect the engine wiring harness for correct

routing and protection from chafing.
NOTE: The engine will not start if any of the following
components are damaged, failed or disconnected:
Possible Causes
ï Batteries
ï Damaged, failed or incorrectly installed electrical
ï Starter connectors
ï Engine Interface Module (EIM) ï Open or blown fuses
ï Engine Control Module (ECM) ï Damaged or failed EIM
ï Camshaft Position (CMP) sensor (the engine ï Damaged or failed ECM
starts but crank time is extended)
ï Damaged or failed CMP sensor (the engine starts
ï Crankshaft Position (CKP) sensor (the engine but crank time is extended)
starts but crank time is extended)
ï Damaged or failed CKP sensor (the engine starts
ï Driveline Disengagement Switch (DDS) but crank time is extended)
1. Check all battery cables and fuse connections for ï Damaged or failed DDS
corrosion. Inspect for open or blown fuses. All
ï Damaged or failed batteries
connections must be properly connected, in good
condition and free of corrosion or damage. Repair ï Damaged or failed starter
as necessary.
EGES-420
2. Initial Ignition Switch ON (Do not start) 3. If the ECM and EIM calibrations are not displayed,
cycle the ignition switch and test again.
Purpose
ï If the ECM and EIM calibrations are not
To determine if the Engine Interface Module (EIM) and displayed on the second attempt, the ECM
Engine Control Module (ECM) are powered up. or EIM may not be powered up. Check for
Diagnostic Trouble Codes (DTCs). If the EIM
Tools
is not communicating with the EST, see CAN
ï Electronic Service Tool (EST) with Communications (Controller Area Network)
MasterDiagnostics® software (page 447) (Public) (page 258) in the ìElectronic Control
System Diagnosticsî section of this manual.
ï Air pressure gauge Possible Causes
ï No key power (VIGN)
Procedure
ï No voltage from the main power relay to the EIM
WARNING: To prevent personal injury or ï EIM grounds
death, read all safety instructions in the ìSafety
Informationî section of this manual. ï No voltage from the main power relay to the ECM
1. Turn ignition switch to ON position. Do not start ï ECM grounds

the engine. ï WAIT TO START lamp malfunction at
2. Connect the EST to the vehicle. temperatures below 11°C (52°F) (will not
cause a starting issue)
ï Press the VIN+ button.
ï EIM failure
ï If the EIM and ECM are powered up
and communicating, the ECM and EIM ï ECM failure
calibrations are displayed. ï Public CAN link to instrument panel is not working
(will not cause hard start or no start)
ï Private CAN network failure
EGES-420
3. Engine Cranking NOTE: If the rpm is at or above minimum cranking

speed and the engine does not start correctly, on
Purpose cold starts below 11°C (52°F) only, the cause may
be the cold start assist system. Proceed to Cold
To determine if crankshaft rotates at correct rpm and if
Start Assist System (page 145) in this section.
instrument panel is receiving signals from the Engine
Interface Module (EIM).
Possible Causes
Tools
Engine will not rotate
ï Electronic Service Tool (EST) with
ï Loose or corroded battery connections
MasterDiagnostics® software (page 447)
ï Low or no battery power
ï No key power (vIGN)
Procedure
ï Insufficient power to EIM
WARNING: To prevent personal injury or ï Loose or damaged connections at the EIM or the
death, read all safety instructions in the ìSafety Engine Control Module (ECM)
Informationî section of this manual. ï Starting system failure
1. See ìAppendix A: Performance Specificationsî in ï Circuit fault for Engine Crank Inhibit (ECI)
this manual for specifications. Enter data in spec
column for rpm on Diagnostic Form. ï Cylinder hydraulic lock
2. If an EST is available, connect it to the vehicle. ï Cylinder mechanical lock (timing incorrect,
valve/piston contact)
If an EST is not available monitor the engine rpm
on the instrument cluster. ï Driveline Disengagement Switch (DDS)
3. Turn ignition switch to ON position. Do not start Insufficient rpm

engine. ï Loose or corroded battery connections
4. Open COM device. ï Low battery power/cold batteries
5. Open the D_HardstartNostart.ssn file and monitor ï Starter motor problem
the rpm and battery voltage Parameter Identifiers
(PIDs). ï Incorrect oil viscosity for climate
6. Turn the ignition switch to START position. ï Starting system failure
7. Check rpm on the instrument panel and the ï Internal engine damage
EST. Record results on Engine Performance
Diagnostic Form (Hard Start and No Start side). If
engine speed is below minimum cranking speed,
the engine will not start.
EGES-420
4. Diagnostic Trouble Codes (DTCs) Reading DTCs

Codes associated with a Suspect Parameter Number
Purpose
(SPN), Parameter Identifier (PID) and a Failure Mode
ï To determine if the Engine Interface Module (EIM) Indicator (FMI)
has detected any DTCs.
DTC: Diagnostic Trouble Code
ï To check for abnormal sensor readings.
Status: Indicates active or inactive DTCs
NOTE: Before continuing with testing, fill out the
ï Active: With the ignition switch on, active
Engine Performance Diagnostic Form (Hard Start
indicates a DTC for a condition currently in
and No Start side) header information.
the system. When the ignition switch is turned
Tools off, an active DTC becomes inactive. (If a
problem remains, the DTC will be active on the
next ignition switch cycle and the EST displays
active/inactive.)
ï Inactive: With the ignition switch on, inactive
indicates a DTC for a condition during a previous
key cycle. When the ignition switch is turned
Check for DTCs
off, inactive DTCs from a previous ignition switch
1. Connect the EST to the vehicle and start the EST. cycle, remain in the Engine Control Module
(ECM) memory until cleared.
ï Select Service Assistant icon.
ï Active/Inactive: With the ignition switch on,
ï Turn the ignition to the ON position.
active/inactive indicates a DTC for a condition
ï Start the software and record values given currently in the system and was present in
onto the Engine Performance Diagnostic previous key cycles, if the codes were not cleared.
Form (Hard Start and No Start side).
Description: Defines each DTC
2. Launch the software using the LAUNCH button in
the lower right corner. Possible Causes
3. Click the VIN+ button. ï Electronics failure
ï Record all DTCs on the Engine Performance ï Failure of the high pressure fuel system
Diagnostic Form (Hard Start and No Start
ï Failure of the Air Management System (AMS)
side). See ìAppendix B: Diagnostic Trouble
Code Indexî in this manual. ï Failure of the low pressure fuel system
ï Correct the cause of the active DTCs before ï Failure of the Aftertreatment (AFT) system
continuing.
ï Failure of the Intake Throttle Valve (ITV)
ï Clear the DTCs.
ï Failure of the cold start assist system
EGES-420
5. Actuator Test the range operation of the throttle valve actuator,

the Intake Throttle Valve (ITV), and the engine
Purpose retarder actuator. Failure of any of these
actuators may cause a hard start/no start
The actuator test allows a technician to test the
condition.
actuators by measuring voltage changes and visually
monitoring actuator movement. 5. Listen for movement at the Cold Start Relay
(CSR). Failure of the CSR may cause a hard
Tools
start/no start condition on a cold start.
6. Record all Diagnostic Trouble Codes (DTCs)
on the Engine Performance Diagnostic Form
ï IC4 USB interface cable (page 447) (Hard Start and No Start side). See ìAppendix B:
Diagnostic Trouble Code Indexî in this manual.
ï Air pressure gauge
7. Correct any problems identified by DTC or
actuators functioning outside of specification.
Entering Vehicle Information Using The EST If the ITV is suspect, proceed to the next step.
1. Set the parking brake. 8. Remove the ITV. Refer to the procedures in the
2. Turn the ignition key to the ON position.
Service Manual. Do not disconnect the ITV
3. Select Diagnostics from the menu and select electrical connector.
Actuator Test.
9. Repeat the actuator test and visually observe the
NOTE: The air pressure in the truck air tank must ITV.
be at least 620 kPa (90 psi) to operate the actuators
ï If the ITV does not cycle, diagnose the ITV.
correctly.
Refer to ITV (page 410) in the ìElectronic
NOTE: This diagnostic test also operates the engine Control System Diagnosticsî section of this
fan control (air and electrical operated fans), the Boost manual.
Control Solenoid (BCS) valve, the aftertreatment
ï If the ITV does cycle, the system is operating
system valves and the coolant control valves. These
correctly at this time.
components do not have an effect on engine starting
and do not require verification at this time.
Possible Causes
4. The Engine Interface Module (EIM) commands
ï Electrical components or circuit failure
the engine actuators to cycle once energizing
each actuator for 3.5 seconds. Visually verify ï Failed actuator or insufficient air pressure
EGES-420
6. Electronic Service Tool (EST) Data List Record the results on the Engine Performance
Purpose
ï If the engine has not been operated for 8 to
ï To determine if the engine systems meet 12 hours, the Engine Coolant Temperature
operating specifications needed to start the (ECT), Engine Coolant Temperature 2
engine. (ECT2), Engine Oil Temperature (EOT),
Intake Air Temperature 2 (IAT2), Manifold
Tools
Air Temperature (MAT), Exhaust Gas
ï Electronic Service Tool (EST) with Temperature 1 (EGT1), Exhaust Gas
MasterDiagnostics® software (page 447) Temperature 2 (EGT2) and Exhaust Gas
Temperature 3 (EGT3) sensors should be
within 1°C (2° F) of each other. The Intake Air
ï Digital Multimeter (DMM) (page 444) Temperature (IAT) sensor may be a few ° F
higher or lower due to outside air temperature
ï 4-Pin Round Gray Breakout Harness (page 439)
changes. The IAT2 sensor may be hotter than
ï FRP Breakout Harness (page 447) other sensors if the cold start assist system
is activated.
NOTE: Make sure the vehicle batteries are fully
charged before carrying out the following procedures. ï The Engine Fuel Pressure (EFP) sensor, Fuel
Rail Pressure (FRP) sensor, Aftertreatment
Monitoring Engine Systems Using An EST
Fuel Pressure (AFP), sensor, EOP sensor,
NOTE: Inspect exhaust system (engine and vehicle) and the Manifold Air Pressure (MAP) sensor
for leaks or damage that would restrict exhaust flow. values may fluctuate as much as 7 kPa (1 psi).
Some conditions that could restrict the exhaust are
ï Barometric Absolute Pressure (BAP) should
damaged exhaust, plugged Diesel Oxidation Catalyst
be equal to local barometric readings. Are the
(DOC), plugged Diesel Particulate Filter (DPF), or
values normal?
exhaust manifold with butterfly stuck closed. Repair
any exhaust issues prior to using the EST to diagnose ï If the BAP readings are out-of-range based
the vehicle. on local barometric pressure readings, record
the BAP reading on the Engine Performance
1. See ìAppendix A: Performance Specificationsî in
Diagnostic Form (Hard Start and No Start
this manual for engine cranking specifications.
side) and see operational voltage tables
2. Open the D_HardStart_NoStart.ssn to monitor on the Signal Values Form for applicable
engine operations. sensors.
3. Turn the ignition key to the ON position. 5. Crank the engine for 20 seconds and read the
EST to monitor the following Parameter Identifiers
4. Use EST to check Key On Engine Off (KOEO)
(PIDs).
values for the temperature and pressure sensors.
ï Cranking system PIDs: IVPWR (expected
VBAT), RPM and VBAT
ï Fuel system PIDs: FPCV duty cycle, desired
FRP, EFP and fuel rate
ï Exhaust system PIDs: DELTA_P and exhaust
backpressure
ï Actuator PIDs: Intake Throttle Valve (ITV)
position, Exhaust Gas Recirculation (EGR)
desired position and EGR position
EGES-420
NOTE: Make sure the batteries are fully charged. If ï If the value is within the range of
the voltage to the Engine Control Module (ECM) drops allowed specification, proceed to Relative
below 9 volts, the ECM will not remain powered up. Compression Test (page 136) in this section.
NOTE: If the battery voltage IVPWR PID is less
than the actual battery voltage or the EST is not Monitoring Engine Systems Without An EST
communicating with the Engine Interface Module
(EIM), see EIM/ACM Power (Engine Interface NOTE: Inspect exhaust system (engine and vehicle)
Module/Aftertreatment Control Module) (page 352) in for leaks or damage that would restrict exhaust flow.
the ìElectronic Control System Diagnosticsî section Some conditions that could restrict the exhaust are
of this manual. damaged exhaust, plugged Diesel Oxidation Catalyst
(DOC), plugged Diesel Particulate Filter (DPF), or
NOTE: Engine cranking speed must generate the exhaust manifold with butterfly stuck closed. Repair
required pressure pipe rail pressure to fuel the fuel any exhaust issues prior to diagnosing the vehicle.
injectors. Make sure that the engine cranking speed
exceeds 100 rpm. 1. Disconnect the EFP sensor electrical connector.
6. Record the values on the Engine Performance

Diagnostic Form (Hard Start and No Start side)
for IVPWR, CKP, CMP, FRP, EFP, EOP, ITV and
EGRP. Compare the values with expected values
for each parameter.
ï If any IVPWR, CKP, CMP, EOP, ITV and
EGRP values are out of the ranges of the
allowed specifications, refer to ìElectronic
Control System Diagnosticsî section of this
manual for diagnosis.
ï If any FRP values are out of the ranges of the
allowed specifications, refer to High Pressure
Fuel System (page 140) in this section for
diagnosis.
ï If any EFP values are out of the ranges of the Figure 118 4-pin round gray breakout harness
allowed specifications, refer to Low Pressure installed
Fuel System (page 137) in this section for
diagnosis.
2. Install 4-pin round gray breakout harness between
ï If the values are within acceptable the EFP sensor electrical connector and the EFP
specifications, continue with the next sensor.
test.
3. Crank the engine and monitor the EFP sensor
7. Monitor the Exhaust Gas Differential Pressure voltage.
(EGDP) sensor. Record the values on the Engine
ï If the EFP voltage is less than 1 volt, see
Performance Diagnostic Form (Hard Start and
Low Pressure Fuel System (page 137) in this
No Start side), and compare the actual readings
section.
with the expected values.
ï If the EFP voltage is 1 volt or greater, proceed
ï If the value is out of the range of allowed
to the next step.
specification, carry out diagnostics for
excessive exhaust backpressure. 4. Disconnect the FRP sensor electrical connector.
EGES-420
5. Install FRP breakout harness between FRP

sensor electrical connector and FRP sensor.
6. Crank engine and monitor FRP sensor voltage.
ï If the FRP voltage is less than 1 volt, see
High Pressure Fuel System (page 140) in this
section.
ï If the FRP voltage is 1 volt or greater, proceed
to the next test.
Figure 119 FRP breakout harness installed
EGES-420
7. Relative Compression Test
Purpose
compression stroke. Timing is based on information
from the Camshaft Position (CMP) sensor and
Crankshaft Position (CKP) sensor. A cylinder with low
This test is accomplished by cranking the engine and
following the on-screen instructions. The engine does
not start when running this test. Figure 120 EST Display
Tools
ï Electronic Service Tool (EST) with 10. Select Display Data.
MasterDiagnostics® software (page 447) 11. The EST displays the compression stroke timing.
ï IC4 USB interface cable (page 447) ï If one cylinder is significantly faster than
the others, the cylinder is suspect for
Procedure compression loss.
ï If all cylinders exhibit comparable
compression times, the engine has passed
the IBB Relative Compression Test.
1. Turn the ignition switch to ON position. Do not Relative Compression Test Interpretation
start engine.
The test results are displayed by either numerical
2. Connect the EST with MasterDiagnostics® text or graphical display. Assuming there are no
software to the vehicle. mechanical problems with the engine, the numbers or
graphs displayed should be approximately the same
3. Open the COM device.
value or height. A smaller number or lower level
4. Verify correct engine family and model year is graph would indicate a problem with that particular
selected. cylinder.
5. Launch EST.
Possible Causes
6. Select Diagnostics dropñdown menu.
ï Valve train damage
7. Select IBB Relative Compression Test from the
ï Valves out of adjustment
menu.
ï Worn or broken piston rings
8. When the EST requests, crank the engine.
ï Excessive cylinder wall wear
9. When the EST requests, stop cranking the
engine. ï Damaged piston
EGES-420
Special Test Procedures 1. See ìAppendix A: Performance Specificationsî

in this manual for correct specification. Obtain
The following test should only be completed if referred
the correct specifications for the engine and
to by a previous procedure.
application in question. Proceed to step 2.
2. Connect the EST to the vehicle.
3. Open the COM device.
fluids (oil, fuel, and coolant) may be a hazard 4. Verify correct engine family and model year is
to human health and the environment. selected.
5. Launch EST.
with applicable regulations. Recycle 6. Select the Sessions drop downñmenu.
7. Select the D_HardStartNoStart.ssn file.
applicable regulations. 8. Read the Engine Fuel Pressure (EFP) sensor
pressure using the EST. Read while cranking the
engine.
WARNING: To prevent personal injury or ï If the low pressure fuel system pressure is
death, read all safety instructions in the ìSafety at or above specification, see High Pressure
Informationî section of this manual. Fuel System (page 140) in this section.
8. Fuel System ï If the low pressure fuel system pressure is
below specification, proceed to the next step.
8.1. Low Pressure Fuel System
Purpose
To check for correct fuel pressure and aerated fuel.
NOTE: Plugged supplemental filters or separators
mounted on vehicle will influence fuel pressure,
restriction, and aeration.
Tools
ï Vacuum gauge
ï Fuel Pressure Gauge (page 452)
ï Fuel Inlet Restriction and Aeration Tool (page 451) Figure 121 Restriction Measurement
ï Fuel Block Off Tool (page 450)
ï Fuel Line Disconnect Tool (11.8 mm) (page 451) 9. Using a locally available adaptor, connect a
vacuum gauge to the test fitting on the fuel primer
ï Fuel Line Disconnect Tool (16 mm) (page 451) pump. Measure the restriction while cranking the
engine.
Procedure
ï If the restriction is below 7 in-Hg, skip to step
CAUTION: To prevent damage to engine, plug 13.
line is removed using clean fuel system caps. ï If the restriction is above 7 in-Hg, proceed to
the next step.
EGES-420
10. Clean the fuel strainer element and install

a new fuel pre-filter. See the InternationalÆ WARNING: To prevent personal injury or
MaxxForceô 11 and 13 Engine Operation and death, do not smoke or park vehicle near open
Maintenance Manual. flames or sparks when taking a fuel sample.
11. Measure the restriction while cranking the engine. 17. Route the drain hose into a suitable container.
ï If the restriction is below 7 in-Hg, skip to step 18. Open the valve and crank the engine for no more
13. than 30 seconds and check the fuel in the drain
hose for aeration and flow.
ï If the restriction is above 7 in-Hg, proceed to
the next step. ï If fuel aeration or no fuel flow is present,
12. Check the fuel supply for kinked fuel lines or
debris in the fuel tank. Repair as necessary and ï If no fuel aeration is present, proceed to step
retest the system. 29.
13. Remove the locally available adaptor and the 19. Disconnect the pre-filter supply fuel line at the
vacuum gauge. engine connector.
14. Using the EST, test the low pressure fuel
pressure.
ï If low pressure fuel pressure is within
specification, the system is operating
normally and the cause was debris in the
fuel strainer.
ï If low pressure fuel pressure is below
specification, proceed to the next step.
15. Remove the EFP sensor.
Figure 123 Fuel supply hose
NOTE: Fabricate a clean fuel supply hose using a fuel

line connector and a locally obtained fuel hose.
20. Using a clean fuel supply hose, connect a clean
fuel supply to the pre-filter supply fuel line inlet.
21. Crank the engine and check the fuel in the drain
ï If no fuel aeration or flow is present, repair
Figure 122 Fuel Pressure Gauge the fuel line between the fuel tank and the
engine. Restore the fuel system to operating
condition.
16. Using a locally available adaptor, connect a Fuel
Pressure Gauge to the fuel filter housing in the ï If fuel aeration is present, proceed to the next
EFP sensor location. step.
22. Reconnect the fuel line to pre-filter supply fuel line
inlet.
EGES-420
23. Disconnect the pre-filter supply fuel line at the fuel

primer pump assembly.
Figure 125 Check for fuel aeration
Figure 124 Fuel Inlet Restriction and Aeration 29. Connect Fuel Inlet Restriction and Aeration Tool
Tool installed to the fuel primer pump assembly and the low
pressure pump inlet.
30. Crank the engine and check the fuel for aeration.
24. Connect Fuel Inlet Restriction and Aeration Tool
to the fuel pump primer assembly and a clean fuel ï If no fuel aeration is present, see High
source. Pressure Fuel System (page 140) in this
section.
25. Crank the engine and check the fuel in Fuel
Pressure Gauge for aeration. ï If fuel aeration is present, inspect the fuel
primer pump assembly for air leaks. Repair
ï If no fuel aeration is present, proceed to the
as necessary and retest the system.
next step.
NOTE: Make sure the fuel connection to the high
ï If fuel aeration is present, install a new
pressure fuel pump and surrounding area is clean. If
pre-filter supply fuel line.
the connection area needs to be cleaned, pressure
26. Restore the fuel system to operating condition. wash or steam clean the area.
27. Disconnect the preliminary filter feed fuel line from NOTE: To prevent water intrusion do not directly spray
the fuel primer pump assembly. electrical connectors with a pressure washer.
28. Disconnect the preliminary filter feed fuel line from 31. Disconnect the filter T-connector fuel line at the
the low pressure pump. high pressure pump.
EGES-420
ï Air leak in suction side fuel line or filter assembly

ï Combustion gases entering fuel supply system
8.2. High Pressure Fuel System
Purpose
To check for correct pressure pipe rail pressure.
Tools
Figure 126 Fuel Block Off Tool installed ï Fuel Pressure Gauge (page 452)
ï Fuel Inlet Restriction and Aeration Tool (page 451)
NOTE: Make sure that the Fuel Block Off Tool is clean. ï Fuel Block Off Tool (page 450)
32. Install Fuel Block Off Tool in the end of the filter ï Fuel Line Disconnect Tool (11.8 mm) (page 451)
T-connector fuel line. ï Aftertreatment 2 Pin Breakout Harness (page
33. Crank the engine and monitor the EFP sensor. 441)
ï If the fuel pressure is below minimum ï CMP, CKP and FPCV Breakout Harness (page
specification, install a new high pressure 444)
pump. See high pressure pump in the ï Fuel Fitting Adapter (page 450)
Engine Service Manual. ï High Pressure Return Line Tester (17mm) (page
453)
ï If the fuel pressure meets or exceeds
specification, proceed to High Pressure Fuel ï High Pressure Return Line Tester (19mm) (page
System (page 140) in this section. 453)
Possible Causes ï High Pressure Rail Plugs (page 452)
ï Blocked pre-filter or filter element in the housing ï Fuel Line Coupler
ï Blocked fuel strainer element Procedure

ï Fuel grade incorrect for cold temperatures CAUTION: To prevent damage to engine, plug
ï Fuel line damage or blockage component connections immediately after each fuel
ï Failed high pressure pump
EGES-420
ï If the aftertreatment fuel pressure is less than

41 kPa (6 psi) of the fuel pressure recorded
in step 33 of Low Pressure Fuel System,
6. Disconnect the Fuel Rail Pressure (FRP) sensor
electrical connector and attempt to start the
vehicle.
ï If the vehicle starts, diagnose the FRP
circuits. See FRP Sensor (Fuel Rail
Pressure) (page 383) in the ìElectronic
manual.
ï If the vehicle does not start, proceed to the
next step.
Figure 127 Fuel Pressure Gauge installed
7. Disconnect the Fuel Pressure Control Valve
1. Fuel Line Coupler (FPCV) electrical connector.
2. Fuel Inlet Restriction and Aeration Tool
3. Fuel Pressure Gauge
4. Fuel Block Off Tool
NOTE: Make sure that the fuel connection to the

Hydrocarbon (HC) cut-off valve and surrounding area
is clean. If the connection area needs to be cleaned,
pressure wash or steam clean the area.
NOTE: To prevent water intrusion do not directly spray
electrical connectors with a pressure washer.
1. Disconnect the filter T-connector fuel line from the
HC cut-off valve.
2. Using the Fuel Line Coupler connect the Fuel
Inlet Restriction and Aeration Tool to the filter
T-connector fuel line. Figure 128 CMP, CKP and FPCV Breakout
Harness installed
3. Using a locally available adaptor, connect the Fuel
Pressure Gauge to the Fuel Inlet Restriction and
Aeration Tool.
8. Connect the CMP, CKP and FPCV Breakout
4. Install Fuel Block Off Tool in the end of the Fuel Harness to the FPCV.
Inlet Restriction and Aeration Tool.
9. Attempt to start the engine.
5. Crank the engine and monitor the aftertreatment
ï If the vehicle starts, proceed to the next step.
fuel pressure.
ï If the vehicle does not start, skip to step 12.
ï If the aftertreatment fuel pressure is more
than 41 kPa (6 psi) lower than the fuel 10. Connect the engine wiring harness to the CMP,
pressure recorded in step 33 of Low Pressure CKP and FPCV Breakout Harness.
Fuel System, install a new fuel filter. See fuel
filter in the InternationalÆ MaxxForceô 11
and 13 Engine Service Manual. Retest the
system for correct operation.
EGES-420
11. Using a Digital Multimeter (DMM), measure and 15. Restore the fuel system to operational condition.
record the FPCV duty cycle while cranking and
idling the engine.
ï If the duty cycle is between 10 and 60%, death, engine must be stationary for at least 5
proceed to the next step. minutes before doing any work on high pressure
fuel system to allow for system depressurization.
ï If the duty cycle is not between 10 and 60%,
see FPCV (page 379) in ìElectronic Control 16. Allow the engine fuel system to depressurize
System Diagnosticsî section of this manual. by turning the engine off and waiting 5 minutes
before opening any high pressure fuel line.
12. Restore the fuel system to operational condition.
13. Disconnect the fuel return line at the high pressure
pump.
Figure 130 High Pressure Return Line Tester (17

mm) installed
Figure 129 Measuring fuel return line pressure

17. Remove the size 8 hollow screw in the pressure
pipe rail return and install the High Pressure
14. Connect Fuel Fitting Adapter in series to Fuel Return Line Tester (17 mm). Crank or start and
Inlet Restriction and Aeration Tool, and the fuel idle the engine and watch for fuel coming from
return line from the high pressure pump. Using the pressure pipe rail.
a locally available adaptor, connect the Fuel
ï If a continuous flow of fuel comes out from
Pressure Gauge to the fitting on the Fuel Inlet
the pressure pipe rail, install a new fuel rail
Restriction and Aeration Tool. Crank the engine
pressure relief valve. Retest the vehicle for
and record the pressure reading.
normal operation.
ï If the reading is above 21 kPa (3 psi),
ï If no continuous flow of fuel comes out from
repair/replace the fuel return lines to the
the pressure pipe rail, proceed to the next
fuel tank.
step.
ï If the reading is below 21 kPa (3 psi), proceed
18. Restore the fuel system to operational condition.
to the next step.
EGES-420
Figure 131 High Pressure Return Line Tester (19 Figure 132 High Pressure Rail Plug installed
mm) installed
ï If fuel flow is greater than 150 ml per minute flow

19. Remove the hollow screw and install High rate, install Injector Fuel Blocking tool and check
Pressure Return Line Tester (19 mm) in the each injector, if a decrease of more than 20 ml per
cylinder head fuel return port. Start and run the minute is found install a new injector and pressure
engine. tube.
ï If flow rate is less an 150 ml per minute install a
new high pressure fuel pump. See high pressure
fuel pump in the InternationalÆ MaxxForceô 11
and 13 Engine Service Manual. Retest system.
Possible Causes
ï Failed fuel rail regulator valve
ï Air leak in suction side fuel line or fuel filter
housing assembly
ï Combustion gases entering fuel system
ï Fuel injector and pressure pipe
EGES-420
9. Aftertreatment (AFT) System ï If soot level is 2 or greater, run the

Aftertreatment (AFT) Cleanliness Test. See
NOTE: See ìDiagnostic Software Operationî section
Aftertreatment (AFT) Cleanliness Test (page
in this manual for specific Electronic Service Tool
173) in the ìPerformance Diagnosticsî section
(EST) software procedures.
of this manual.
Purpose 8. Start the engine.
To check AFT system performance. NOTE: Make sure that the engine is at or above
operating temperature (71∞C [160∞F]) before starting
Tools
AFT Cleanliness Test.
9. Select Diagnostic Tests, then the Aftertreatment
Tests from the drop-down menu.
The Aftertreatment Control Module (AFCM) starts
the AFT Cleanliness Test and commands the
Procedure
engine to accelerate to a default rpm to prepare
for regeneration.
death, make sure the parking brake is set, the The AFCM monitors the effects of the
transmission is in neutral or park, and the wheels regeneration system by using feedback signals
are blocked when running the engine in the from the temperature and pressure sensors.
service bay. ï If no problems are detected, the test
1. See ìAppendix A: Performance Specificationsî in completes the regeneration cycle and
this manual for correct specification. resumes low idle rpm.
2. Turn the ignition switch to ON position. ï If a problem is detected, the AFCM cancels
the test, sets a Diagnostic Trouble Code
3. Open COM device. (DTC), and resumes low idle rpm.
4. Open Aftertreatment session. 10. Record sensor value results on Diagnostic Form.
5. Record sensor value results on the Engine 11. Compare test result readings to pretest readings.
Performance Diagnostic Form (Hard Start and
No Start side). ï If EGT2 temperature exceeded 482∞C
(900∞F) and soot level is 0, test the
NOTE: This is only accurate if done after a cold soak performance complaint again.
of at least eight hours on the engine.
ï If EGT2 temperature did not exceed 482∞C
6. Verify Exhaust Gas Temperature 1 (EGT1), (900∞F) and soot level is above 0, inspect AFT
Exhaust Gas Temperature 2 (EGT2) and Exhaust system components.
Gas Temperature 3 (EGT3) sensors are operating
at similar values. Possible Causes
7. Using EST, verify soot loading is less than 2. ï High Diesel Particulate Filter (DPF) loading
ï If soot level is less than 2, continue with the ï EGDP sensor circuit faults or sensor failure
next test. ï DPF damage (plugged, cracked or leaking
substrate)
EGES-420
Preliminary (Cold Start Diagnostics - September 2008
10. Cold Start Assist System 1. Verify vehicle is within the conditions for the cold
start assist system to be active.
in this manual for specific Electronic Service Tool 2. Connect the EST and select
(EST) software procedures to do this test. D_HardstartNostart.ssn from the session
list.
Purpose
3. Monitor the EOT, IAT, IAT2, ECT and ECT2 sensor
The engine requires a starting aid for efficient starting readings using the EST to verify the cold start
when temperatures are below 11° C (52° F). The assist system is active.
purpose of the cold start assist test is to check for
4. Turn the key to the ON position. Monitor the IAT2
correct operation of the system.
sensor reading for the initial 20 seconds after the
Tools key is turned to the ON position.
ï Electronic Service Tool (EST) with ï If the IAT2 sensor temperature reading does
MasterDiagnostics® software (page 447) not rise, skip to step 6.
ï IC4 USB interface cable (page 447) ï If the IAT2 sensor temperature reading rises,
5. Monitor the Manifold Absolute Temperature (MAT)
ï Amp Clamp (page 442)
sensor reading while cranking the engine. The
ï Cold Start Relay Breakout Harness (page 443) temperature reading for the MAT sensor should
rise slowly.
ï 4-Pin Round Black Breakout Harness (page 439)
ï If the MAT sensor temperature does not rise,
skip to step 11.
Procedure ï If the MAT sensor temperature rises, the
system is operating correctly. Return to the
WARNING: To prevent personal injury or referring test to continue diagnostics.
death, do not smoke or park vehicle near open 6. Using a DMM and an Amp Clamp simultaneously,
flames or sparks when taking a fuel sample. measure the amperage draw on both of the glow
plug connector wires, with the key switch ON.
WARNING: To prevent personal injury or ï If the amperage draw is less than 20 amps,
death, make sure the parking brake is set, the proceed to the next step.
are blocked when running the engine in the ï If the amperage draw is 20-50 amps, the glow
service bay. plug is working correctly, skip to step 11.
NOTE: The cold start assist system only operates 7. Measure the voltage at the glow plug.
when one or more of the Engine Oil Temperature ï If the voltage is B+, install a new glow plug.
(EOT), Engine Coolant Temperature (ECT), See InternationalÆ MaxxForceô 11 and 13
Engine Coolant Temperature 2 (ETC2), Intake Air Engine Service Manual.
Temperature (IAT) or Intake Air Temperature 2 (IAT2)
signal values is at 11° C (52° F) or below, or if the ï If the voltage is less than B+, proceed to the
vehicle is at an altitude greater than 5500 ft. above next step.
sea level.
EGES-420
Figure 133 Cold Start Relay Breakout Harness Figure 134 4-Pin Round Black Breakout Harness
installed installed
8. Install the Cold Start Relay Breakout Harness on 11. Install 4-Pin Round Black Breakout Harness
the Cold Start Relay (CSR). between the Cold Start Solenoid (CSS) valve and
the engine harness.
9. Cycle the key to the OFF position for 20 seconds
then back to the ON position to reactivate the cold 12. Measure the voltage between pins 1 and 2 while
start assist system. cranking the engine for 20 seconds.
10. Measure the voltage at pin 3. ï If the voltage is less than B+, diagnose the
CSS voltage circuit. See Cold Start Relay
ï If the voltage is less than B+, inspect wire
from the B+ cable to the CSR pin 3 for an
open, short, or high resistance. Repair as
necessary. ï If the voltage is B+, proceed to the next step.
ï If the voltage is B+, check control side of NOTE: Make sure that no dirt or debris enters the fuel
cold start assist relay, see Cold Start Relay line.
13. Disconnect the MV-glow plug fuel line from the
Diagnosticsî section of this manual. If the
glow plug and route the fuel into an approved
control side of the relay is OK, install a new
container.
CSR. See InternationalÆ MaxxForceô 11
and 13 Engine Service Manual. 14. Crank the engine.
15. Using Fuel Pressure Gauge, verify fuel flow with
the valve open. Close the valve and verify fuel
pressure of 55 kPa (8 psi) from the fuel line.
ï If there is fuel flow and pressure, install a new
glow plug.
ï If there is no fuel flow or pressure, reconnect
the fuel line and proceed to the next step.
NOTE: Make sure that no dirt or debris enters the fuel
line.
16. Disconnect the fuel line from the CSS valve inlet
and route the fuel into an approved container.
EGES-420
17. Crank the engine. ï If there is no fuel flow or pressure:

18. Using Fuel Pressure Gauge, verify fuel flow with ï Check the remainder of the fuel system
the valve open. Close the valve and verify fuel for the lack of fuel (blocked or plugged
pressure of 55 kPa (8 psi) from the fuel line. fuel filter, low pressure pump, no fuel in
the fuel tanks).
ï If there is fuel flow and pressure, install a new
CSS valve. ï Check to see if the orifices to the fuel
line are plugged. Clean the orifice in the
ï If there is no fuel flow or pressure, reconnect
fuel filter housing assembly and retest the
the fuel line and proceed to the next step.
system. If the system fails a second time
NOTE: Make sure that no dirt or debris enters the fuel install a new fuel filter housing assembly.
line. See InternationalÆ MaxxForceô 11 and
13 Engine Service Manual.
19. Disconnect the cold start supply tube from the fuel
filter housing assembly and route the fuel into an Possible Causes
approved container.
ï Failed CSR
20. Crank the engine.
ï CSR circuit faults
21. Using Fuel Pressure Gauge, verify fuel flow with
ï Failed CSS valve
the valve open. Close the valve and verify fuel
pressure of 55 kPa (8 psi) from the fuel line. ï CSS valve circuit faults
ï If there is fuel flow and pressure, the cold start
system is operating correctly.
EGES-420
EGES-420
6 PERFORMANCE DIAGNOSTICS 149
Table of Contents
Diagnostic Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151

Order Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154

1. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Intake Air System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155
2. Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
2.1 Fuel Quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
2.2. Low Pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
3. Sensor Compare / Diagnostic Trouble Codes (DTCs) and Engine Control Module (ECM). . .160
3.1 Checking ECM and Engine Interface Module (EIM) Calibration. . . . .. . . . . . . . . . . . . . . . . . .160
3.2 Checking for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
3.3 Sensor Compare. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
4. Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
Entering Vehicle Information Using The EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
5. Air Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164
6. Road Test (Full load, rated speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
6.1 On Road Session. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
6.2 Road Test Results Interpretation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
7. Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
7.1. Aftertreatment (AFT) Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
7.2. Aftertreatment Fuel Injector (AFI) Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .174
7.3. Aftertreatment (AFT) System Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175
7.4. Aftertreatment Fuel Supply (AFS) Valve Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177
Special Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178

8. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
9. Engine Run-up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179
10. Injector Disable Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179
11. High Pressure Pump Run-up Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181
12. High Crankcase Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181
13. Exhaust Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186
14. Valve Lash and Retarder Lash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
EGES-420
150 6 PERFORMANCE DIAGNOSTICS
EGES-420
Diagnostic Form
Engine Performance form assists technicians in
troubleshooting InternationalÆ diesel engines. The
diagnostic tests help technicians find problems to
avoid unnecessary repairs.
This section shows detailed instructions of tests on the
form. The manual should be used with the form and
referenced for supplemental test information. Use the
form as a worksheet to record all test results.
Do all tests in sequence, unless otherwise stated.
Doing a test out of sequence can cause incorrect
results. If a problem was found and corrected, it is
not necessary to complete the remaining tests.
See appendices for Diagnostic Trouble Codes (DTCs)
and engine specifications.
Order Information
Engine Performance Form EGED-425 is available in
50 sheet pads. To order technical service literature,
contact your International®dealer.
Header Information
Entering Header Information 8. Engine Interface Module (EIM) calibration

1. Technician 9. Engine Control Module (ECM) calibration
2. Date 10. Aftertreatment Control Module (ACM) calibration
3. Unit No. (dealerís quick reference number) 11. Transmission type
4. Customer complaint 12. Engine Serial Number (ESN)
Vehicle Information Performance Specification Information

The Vehicle Identification Number (VIN) is located on NOTE: Performance specifications are periodically
VIN plate. Obtain the VIN information from ISIS. published in a Technical Service Information (TSI)
format to support new model year products. Check
5. VIN ñ last 8 digits (verify to VIN plate)
service bulletin repository on ISIS for appropriate
6. Build date (verify to VIN plate) model year application.
7. Engine Horsepower (hp)
EGES-420
13. See ìAppendix A: Performance Specificationsî in Verify EIM Calibration with Vehicle Specifications
this manual, or TSI to obtain the following header
information:
ï Turbocharger No.
Figure 136 Select VIN + session (example)
14. Using Electronic Service Tool (EST) with

MasterDiagnosticsÆ, open VIN session by
selecting VIN+ icon.
EGES-420
Figure 137 VIN session (example)
15. Verify the following match vehicle specifications: ï Transmission

ï VIN 16. Enter the following information:
ï EIM calibration ï Odometer (miles)
ï ECM calibration ï Engine hours
ï ACM calibration ï Intake Air Temperature (IAT)
ï Rated hp ï Intake Air Temperature 2 (IAT2)
ï EFRC ï Engine Coolant Temperature (ECT)
ï ESN ï Engine Coolant Temperature 2 (ECT2)
Note: The ESN is located on the engine ï Engine Oil Temperature (EOT)
block, on the left side of the crankcase above
ï Manifold Absolute Temperature (MAT)
the high pressure pump, and on the exhaust
emission label on the valve cover. ï Barometric Absolute Pressure (BAP)
EGES-420
Test Procedures 2. Use dash gauge to verify fuel level. Inspect fuel
tank fill ports.
3. Record results on Engine Performance Form.
GOVERNMENT REGULATION: Engine ï If level is within operating range, and no
fluids (oil, fuel, and coolant) may be a hazard tank contamination is evident, no repair is
to human health and the environment. required.
materials (e.g. filters, rags) in accordance ï If level is below operating range, inspect for
with applicable regulations. Recycle leaks, fuel dilution, inoperable tank transfer
or dispose of engine fluids, filters, and pump, or improper servicing.
Engine Coolant Level
NOTE: Engine should not be running.
1. Visual Inspection 1. Park the vehicle on level ground.

2. Check engine coolant level as indicated on
WARNING: To prevent personal injury or deaeration tank level window.
death, read all safety instructions in the ìSafety 3. Record results on Engine Performance Form.
ï If level is within operating range, and no
Purpose deaeration tank contamination is evident, no
repair is required.
To check all fluid levels and inspect engine systems
for problems such as leaks, open connections and ï If level is below operating range, inspect for
harness chaffing. leaks, coolant in oil, coolant in combustion,
coolant in exhaust, or improper servicing.
Tools
ï Inspection lamp
Charge Air Cooler (CAC) System
Engine Oil 1. Inspect CAC system, including the HPCAC,

LPCAC and piping for leaks.
the engine for five minutes. 2. Inspect all CAC connections and clamps.
2. Use oil level gauge to verify engine oil level. ï If CAC system shows no signs of damage or
evidence of leakage, no repair is required.
ï If any CAC system issues are found, repair as
ï If level is within operating range, no repair is required.
required.
ï If level is below operating range, inspect for
leaks, oil consumption, or improper servicing. Intake Air System
ï If level is above operating range, inspect 1. See ìAppendix A Performance Specificationsî in

for fuel dilution, coolant contamination, or this manual for Intake Restriction specifications
improper servicing. and record on Engine Performance Form.
2. Locate and reset air restriction indicator. Run
engine at high idle, no load.
Fuel Level
NOTE: Engine should not be running.
1. Park the vehicle on level ground.
EGES-420
3. Record intake restriction on Engine Performance Some conditions that could restrict the exhaust
Form. are damaged exhaust, plugged Diesel Oxidation
Catalyst (DOC), plugged Diesel Particulate Filter
ï If restriction is not apparent, no repair is
(DPF), or exhaust manifold with butterfly stuck
required.
closed.
ï If restriction is detected, repair as required.
ï If the exhaust system shows no signs of
Test again to validate repair.
damage or evidence of leakage, no repair is
required.
Exhaust System ï If an exhaust system issue is found, repair as
required.
1. Inspect exhaust system (engine and vehicle) for
leaks or damage that would restrict exhaust flow.
EGES-420
2. Fuel System ï Fuel Inlet Restriction and Aeration Tool (page 451)
2.1 Fuel Quality ï Fuel Block Off Tool (page 450)
Purpose Procedure
To check fuel quality. CAUTION: To prevent damage to engine, plug
Tools
ï Clear container (approximately 1 liter [1 quart] )
1. See ìAppendix A: Performance Specificationsî,
in this manual for correct specification. Obtain
Procedure
the correct specifications for the engine and
application in question. Proceed to step 2.
death, do not smoke or park vehicle near open 2. Connect the EST to the vehicle.
flames or sparks when taking a fuel sample. 3. Open the COM device.
1. Retrieve a fuel sample from the fuel tank. 4. Verify correct engine family and model year is
2. Check for water, waxing, sediment, gasoline, or selected.
kerosene. 5. Launch EST.
ï If fuel quality is satisfactory, no action is 6. Select the Sessions drop downñmenu.
required.
7. Select the D_HardStartNoStart.ssn file.
ï If fuel quality is questionable, correct problem.
Take another sample to verify fuel quality. 8. Read the low pressure fuel sensor pressure using
the EST. Read while cranking the engine.
Possible Causes
ï If the low pressure fuel system pressure is
ï Debris, water, or ice in fuel system at or above specification, See High Pressure
ï Oil, gasoline, or kerosene present in fuel tank Fuel System (page 140) in the ìHard Start and
No Start Diagnosticsî section of this manual.
ï If the low pressure fuel system pressure is
below specification, proceed to the next step.
2.2. Low Pressure Fuel System
Purpose
To check for correct fuel pressure and aerated fuel.
NOTE: Plugged supplemental filters or separators
mounted on vehicle influence fuel pressure,
restriction, and aeration. Make sure that
any supplemental filters or separators have
been maintained following the manufacturerís
recommendations.
Tools
Figure 138 Restriction measurement
ï Vacuum gauge
EGES-420
9. Using a locally available adaptor, connect a

vacuum gauge to the test fitting on the fuel primer
pump. Measure the restriction while idling the
engine at the low and high idle specification.
ï If the restriction is below 7 in-Hg, skip to step
13.
the next step.
10. Clean the fuel strainer element and install
a new fuel pre-filter. See the InternationalÆ
MaxxForceô 11 and 13 Engine Operation and
Maintenance Manual. Inspect the fuel lines
between the fuel strainer and the fuel tank, repair
as required.
Figure 139 Fuel Pressure Gauge
11. Measure the restriction while idling the engine at
the low and high idle specification.
ï If the restriction is below 7 in-Hg, skip to step 16. Using a locally available adaptor, connect the Fuel
13. Pressure Gauge to the fuel filter housing in the
EFP sensor location.
the next step.
12. Check the fuel supply for kinked fuel lines or death, do not smoke or park vehicle near open
debris in the fuel tank. Repair as necessary and flames or sparks when taking a fuel sample.
retest the system.
17. Route the drain hose into a suitable container.
13. Remove the locally available adaptor and the
vacuum gauge. 18. Open the valve and idle the engine at the low and
high idle specification and check the fuel in the
14. Using the EST, test the low pressure fuel drain hose for aeration and flow.
pressure.
ï If fuel aeration or no fuel flow is present,
ï If low pressure fuel pressure is within proceed to the next step.
specification, the system is operating
normally and the cause was debris in the ï If no fuel aeration is present, proceed to step
fuel strainer. 29.
ï If low pressure fuel pressure is below 19. Disconnect the pre-filter supply fuel line at the
specification, proceed to the next step. engine connector.
15. Remove the EFP sensor.
EGES-420
Figure 140 Fuel supply hose Figure 141 Fuel Inlet Restriction and Aeration
Tool installed
NOTE: Fabricate a clean fuel supply hose using a fuel

line connector and a locally obtained fuel hose. 24. Connect Fuel Inlet Restriction and Aeration Tool
to the fuel pump primer assembly and a clean fuel
20. Using a clean fuel supply hose, connect a clean
source.
fuel supply to the pre-filter supply fuel line inlet.
25. Idle the engine at the low and high idle
specification and check the fuel in Fuel Pressure
specification and check the fuel in the drain
Gauge for aeration.
ï If no fuel aeration is present, proceed to the
ï If no fuel aeration or flow is present, repair
next step.
the fuel line between the fuel tank and the
engine. Restore the fuel system to operating ï If fuel aeration is present, install a new
condition. pre-filter supply fuel line.
ï If fuel aeration is present, proceed to the next 26. Restore the fuel system to operating condition.
step.
27. Disconnect the preliminary filter feed fuel line from
22. Reconnect the fuel line to pre-filter supply fuel line the fuel primer pump assembly.
inlet.
28. Disconnect the preliminary filter feed fuel line from
23. Disconnect the pre-filter supply fuel line at the fuel the low pressure pump.
primer pump assembly.
EGES-420
Figure 142 Check for fuel aeration Figure 143 Fuel Block Off Tool installed
29. Connect Fuel Inlet Restriction and Aeration Tool NOTE: Make sure the Fuel Block Off Tool is clean.
to the fuel primer pump assembly and the low
32. Install Fuel Block Off Tool in the end of the filter
pressure pump inlet.
T-connector fuel line.
33. Crank the engine and monitor EFP sensor.
specification and check the fuel for aeration.
ï If fuel pressure is below minimum fuel
ï If no fuel aeration is present, see High
system specification, install a high pressure
Pressure Fuel System (page 140) in the
pump. See High Pressure Pump in the
ìHard Start and No Start Diagnosticsî section
of this manual.
ï If fuel aeration is present, inspect the fuel
ï If fuel pressure meets or exceeds fuel system
primer pump assembly for air leaks. Repair
specification, proceed to High Pressure Fuel
as necessary and retest the system.
Pump Run Up Test (page 181) in this section.
NOTE: Make sure the fuel connection to the high
Possible Causes
pressure fuel pump and surrounding area is clean. If
the connection area needs to be cleaned, pressure ï Fuel filter or strainer blocked
wash or steam clean the area.
NOTE: To prevent water intrusion do not directly spray
ï Fuel supply line damage or blockage
electrical connectors with a pressure washer.
31. Disconnect the filter T-connector fuel line at the
high pressure pump. ï Air leak in suction side fuel line or filter assembly
ï Combustion gases entering fuel supply system
EGES-420
3. Sensor Compare / Diagnostic Trouble Codes ï Inactive: With ignition switch on, inactive
(DTCs) and Engine Control Module (ECM) indicates a DTC for a condition during a previous
key cycle. When ignition switch is turned to OFF,
3.1 Checking ECM and Engine Interface Module
inactive DTCs from a previous ignition switch
(EIM) Calibration
cycle remain in ECM memory until cleared.
Purpose
ï Active/Inactive: With ignition switch on,
ï To verify ECM and EIM calibrations match the active/inactive indicates a DTC for a condition
vehicle. currently in system and was present in previous
key cycles, if codes were not cleared.
Tools
Description: Defines each DTC
MasterDiagnostics® software (page 447) 1. Record all active or inactive DTCs on the Engine
Performance Form.
ï If no DTCs are set, continue to next test.
Procedure
ï Correct any active DTCs related to
1. Turn ignition switch to ON. Do not start the engine. performance. See ìElectronic Control
Systems Diagnosticsî section of this manual.
2. Using EST with MasterDiagnosticsÆ software,
open VIN session. Select VIN+ icon. ï Investigate any inactive DTCs that affect
performance.
3. Verify the vehicle information on ECM, EIM, and
ACM match vehicle. See Vehicle Information
(page 151) in this section of manual.
3.3 Sensor Compare
4. Record the calibration level on the Engine
Performance Form.
in this manual for specific EST software procedures
to do this test.
3.2 Checking for DTCs
Purpose
Purpose
To validate sensor accuracy.
ï To determine if the ECM has detected faults
Tools
indicating conditions that could cause engine
problems and logging DTCs. ï Electronic Service Tool (EST) with
Tools
Procedure
NOTE: Batteries must be fully charged before doing
Controller Area Network (CAN) code: Codes this test. If multiple tests are required, use a battery
associated with a Suspect Parameter Number (SPN) charger during testing to prevent battery drain.
and Failure Mode Indicator (FMI)
1. Turn ignition switch to ON. Do not start engine.
Status: Indicates active or inactive DTCs
2. Connect EST with Master Diagnostics® software
ï Active: With ignition switch on, active indicates to vehicle.
a DTC for a condition currently in system. When
3. Open COM device by clicking the connection
ignition switch is turned off, an active DTC
button.
becomes inactive. If the problem remains, the
DTC is active on next ignition switch cycle and 4. Verify correct engine family and model year is
EST displays active/inactive. selected.
EGES-420
5. Launch EST. 8. Verify if sensor values are normal.

6. Open D_SensorCompare.ssn session by: ï If sensor values differ significantly from
current conditions, see ìElectronic Control
ï Click Session drop-down menu.
Systems Diagnosticsî section of this manual
ï Click open. for applicable sensor.
ï Select D_SensorCompare.ssn file. ï If sensor values do not differ significantly
from current conditions, no repair is required.
ï Click OPEN.
Continue to next test.
Possible Causes
NOTE:
ï Failed sensor circuits
ï If engine has not been run for 8 to 12 hours,
ï Biased or damaged sensor
Engine Coolant Temperature (ECT), Engine
Coolant Temperature 2 (ECT2), Engine ï Faulty ground circuits
Oil Temperature (EOT), and Manifold Air
Temperature (MAT) sensors should be within
2∞C (5∞F) of each other. The Intake Air
Temperature (IAT), Intake Air Temperature 2
(IAT2), Exhaust Gas Temperature 1 (EGT1),
Exhaust Gas Temperature 2 (EGT2) and Exhaust
Gas Temperature 3 (EGT3) sensors could be a
few degrees higher or lower due to faster outside
engine temperature change.
ï The Engine Fuel Pressure (EFP) and Fuel Rail
Pressure (FRP) values may fluctuate and affect
performance.
Engine Oil Pressure (EOP), Manifold Air Pressure
(MAP), and Exhaust Back Pressure (EBP)
sensors values may fluctuate as much as 7
kPa (1 psi).
ï Barometric Absolute Pressure (BAP) sensor
value should equal barometric reading for your
region.
EGES-420
4. Actuator Test ï Air pressure gauge
Purpose
Entering Vehicle Information Using The EST
This test determines if the actuators listed below are
functioning properly. 1. Set parking brake.
The actuator test activates each of the actuators in the NOTE: The air pressure in truck air tank must be at
sequence listed below for 3.5 seconds. least 621 kPa (90 psi) to operate the air operated
actuators correctly.
For the air actuated component, the truck air system
is required to be charged to a minimum of 621 kPa (90 2. Check for system air pressure using instrument
psi) for the actuator to function properly. panel gauge.
NOTE: The Engine Interface Module (EIM) controlled ï If instrument panel gauge reads 621 kPa (90
actuators are energized, and de-energized at the psi) or greater, proceed to next step.
same time.
ï If instrument panel gauge reads less than 621
Engine Control Module (ECM) controlled actuators kPa (90 psi), charge the truck air system to
are: 827 kPa (120 psi).
ï Intake Throttle Valve (ITV) ï If instrument panel gauge does not build to
621 kPa (90 psi), diagnose truck air system.
Repair as necessary.
3. Select Diagnostics from menu and select Actuator
ï Coolant Mixer Valve (CMV) Test.
ï Retarder Control 4. The EIM and ECM command engine actuators
to cycle once, energizing each actuator for 3.5
seconds. Visually verify range operation of the
Aftertreatment Control Module (ACM) controlled EGR throttle valve actuator, the ITV, the boost
actuators are: control solenoid (BCS) valve and retarder control.
Failure of any of these actuators may cause a
performance problem or a hard start/no start
ï Aftertreatment Fuel Supply (AFS) valve condition.
ï Aftertreatment Fuel Drain (AFD) valve 5. If the ambient temperature is below 11°C (52°F),
listen for activation at the CSR. Failure of the CSR
EIM controlled actuators are:
may cause a hard start/no start condition on a cold
ï Cold Start Relay (CSR) start.
ï Engine Crank Inhibit (ECI) 6. Record any active Diagnostic Trouble Codes
(DTCs) on the Engine Performance Form. See
ï Electronic Engine Fan (EFAN)
ìAppendix B: Diagnostic Trouble Code Indexî in
Tools this manual for any DTCs.
ï Electronic Service Tool (EST) with 7. Correct any problems identified by active DTC or
MasterDiagnostics® software (page 447) actuators functioning outside of specification. If
ITV is suspect, proceed to the step.
EGES-420
8. Disengage the four captured bolts and remove

one M10 x 30 hex bolt and the ITV. Do not
disconnect ITV electrical connector.
9. Position the ITV so that the ITV plate is visible.
10. Repeat Actuator Test and visually observe ITV
movement.
Possible Causes
ï Electrical components or circuitry failure
ï Failed actuator or insufficient air pressure
Figure 144 ITV

1. ITV bolt (4)
2. ITV
3. M10 x 30 hex bolt
EGES-420
5. Air Supply System
Purpose
To determine if the air system operating the actuators
is working correctly.
Tools
ï Air pressure gauge
Figure 145 Air Supply System
Procedure ï If instrument panel gauge reads less than 621

kPa (90 psi), charge the truck air system to
NOTE: The air supply system is only diagnosed due
827 kPa (120 psi).
to a failed actuator test.
ï If instrument panel gauge does not build to
in this manual for specific EST software procedures
to do this test.
2. Carry out actuator test and identify inoperative air
1. Check for system air pressure using instrument
actuated component.
panel gauge.
ï If Exhaust Gas Recirculation (EGR) throttle
ï If instrument panel gauge reads 621 kPa (90
valve does not actuate, proceed to next step.
psi) or greater, proceed to next step.
EGES-420
ï If the Retarder Control does not chatter or

actuate the exhaust manifold with butterfly,
skip to step 8.
ï If high pressure turbocharger does not
actuate, skip to step 16.
Figure 147 EGR control valve connection
5. Connect EGR control valve - EGR module air line

assembly to EGR control valve and disconnect air
supply line assembly from EGR control valve.
Figure 146 EGR throttle valve connection 6. Connect an air pressure gauge to air supply line
assembly.
NOTE: The air pressure in truck air tank must be at
3. Disconnect EGR control valve ñ EGR module
least 621 kPa (90 psi) to operate actuators correctly.
air line assembly from EGR throttle valve and
connect an air pressure gauge to EGR control 7. Measure the air pressure at air supply line
valve ñ EGR module air line assembly. assembly.
NOTE: The air pressure in truck air tank must be at ï If air pressure reading on gauge is at least 621
least 621 kPa (90 psi) to operate actuators correctly. kPa (90 psi), diagnose EGR control circuits,
see EGR (page 327) in the ìElectronic
4. Carry out actuator test, see Actuator Test (page
162) in this section.
manual. If control circuits are OK, install a
ï If air pressure reading on the gauge is at new EGR control valve following procedures
least 621 kPa (90 psi) when the EGR control in InternationalÆ MaxxForceô 11 and 13
valve is activated, install a new EGR throttle Engine Service Manual.
valve following procedures in InternationalÆ
ï If air pressure reading on gauge is less than
Manual.
ï If air pressure reading on the gauge is less
than 621 kPa (90 psi) when the EGR control
valve is activated, proceed to next step.
EGES-420
Figure 148 Exhaust manifold with butterfly Figure 149 Retarder control connection
connection
10. Connect pressure air line to exhaust manifold

8. Disconnect pressure air line from the Retarder with butterfly and disconnect pressure air line
Control on the exhaust manifold with butterfly, and from retarder control.
connect an air pressure gauge to pressure air line.
11. Connect an air pressure gauge to retarder control
NOTE: The air pressure in truck air tank must be at outlet port.
9. Carry out Actuator Test, see Actuator Test (page least 621 kPa (90 psi) to operate actuators correctly.
12. Carry out Actuator Test, see Actuator Test (page
ï If air pressure reading on gauge is at 162) in this section.
least 621 kPa (90 psi), when retarder
ï If air pressure reading on gauge is at least
control is activated, install a new exhaust
621 kPa (90 psi), when retarder control
manifold with butterfly following procedures
is activated, install a new pressure air
in InternationalÆ MaxxForceô 11 and 13
line following procedures in InternationalÆ
ï If air pressure reading on gauge is less than Manual.
621 kPa (90 psi), when retarder control valve
ï If air pressure reading on gauge is less than
is activated, proceed to next step.
621 kPa (90 psi), when the retarder control is
activated, proceed to next step.
EGES-420
Figure 150 Air supply line assembly connection Figure 151 High pressure turbocharger air line
connection
13. Connect pressure air line to retarder control and

disconnect air supply line assembly from retarder 16. Disconnect air line from high pressure
control. turbocharger and install an air pressure gauge
on air line.
14. Connect an air pressure gauge to air supply line
assembly. NOTE: The air pressure in truck air tank must be at
least 621 kPa (90 psi) to operate actuators correctly. 17. Carry out the Actuator Test, see Actuator Test
(page 162) in this section.
15. Measure air pressure.
ï If air pressure reading on the gauge is
ï If air pressure is at least 621 kPa (90 psi),
296 kPa (43 psi) when Boost Control
diagnose the retarder control circuits see
Solenoid (BCS) valve is activated and
Retarder Control (page 425) in the ìElectronic
high pressure turbocharger has not passed
Control System Diagnosticsî section of
actuator test, install a new high pressure
this manual. If control circuits are OK,
turbocharger assembly following procedures
install a new retarder control valve following
procedures in InternationalÆ MaxxForceô
ï If air pressure reading on gauge is below 296
ï If air pressure is less than 621 kPa (90
kPa (43 psi) when the BCS valve is activated,
psi), diagnose truck air system. Repair as
necessary.
EGES-420
Figure 152 BCS valve air line connection Figure 153 BCS valve pressure air line (Supply)
connection
18. Connect air line to high pressure turbocharger and

disconnect air line from BCS valve. 21. Connect air line to BCS valve and disconnect
pressure air line (supply) from BCS valve.
19. Install an air pressure gauge on BCS valve outlet
port. 22. Install an air pressure gauge on pressure air line.
NOTE: The air pressure in truck air tank must be at NOTE: The air pressure in truck air tank must be at
least 621 kPa (90 psi) to operate actuators correctly. least 621 kPa (90 psi) to operate actuators correctly.
20. Carry out actuator test, see Actuator Test (page 23. Measure air pressure.
ï If air pressure is at least 296 kPa (43 psi),
ï If air pressure reading on the gauge is 296 install a new BCS valve following procedures
kPa (43 psi) when the BCS valve is activated, in InternationalÆ MaxxForceô 11 and 13
install a new air line to the high pressure Engine Service Manual.
turbocharger.
ï If air pressure is less than 296 kPa (43 psi),
ï If air pressure reading on the gauge is below proceed to next step.
296 kPa (43 psi) when the BCS valve is
24. Connect pressure air line to BCS valve and
activated, proceed to next step.
disconnect pressure air line from boost control
regulator.
25. Install an air pressure gauge on boost control
regulator outlet port.
26. Measure air pressure.
ï If air pressure is 296 kPa (43 psi), repair or
install a new pressure air line as necessary.
ï If air pressure is below 296 kPa (43 psi),
install a new boost control regulator following
procedures in the appropriate vehicle service
manual.
EGES-420
ï If air pressure is above 296 kPa (43 psi), ï Failed boost control regulator
adjust the boost control regulator and retest
ï Failed EGR throttle valve
the system. If the air pressure remains
above 296 kPa (43 psi) after the second test, ï Failed EGR control valve
install a new boost control regulator following
ï Failed BCS valve
procedures in the appropriate vehicle service
manual. ï Failed high pressure turbocharger
Possible Causes ï Failed retarder control
ï Air leaks or blockage in the system air lines ï Failed engine retarder control on the exhaust
manifold with butterfly
ï Failed air compressor
ï Failed air dryer
EGES-420
6. Road Test (Full load, rated speed) ï Accelerator Position Sensor (APS)
6.1 On Road Session ï Intake Throttle Valve (ITV)
NOTE: See ìDiagnostic Software Operationî section 6. Find an open stretch of road and start snapshot
in this manual for specific Electronic Service Tool recording. When driving conditions are safe,
(EST) software procedures to do this test. select a suitable gear, press accelerator pedal
fully to the floor, and accelerate to rated speed at
Purpose 100% load.
To verify engine performance at full load and rated 7. When road test is complete, stop snapshot
speeds. recording.
Tools 8. Save snapshot for review and future reference.
ï Electronic Service Tool (EST) with 9. Replay snapshot in graphic or text view to review
MasterDiagnostics® software (page 447) results for RPM, MAP, EFP, FRP, EGR and EL %.
ï IC4 USB interface cable (page 447) ï Pay close attention to rated HP and peak TQ
rpm.
Procedure
ï EL % should be near 100 percent.
1. See ìAppendix A: Performance Specificationsî
in this manual for specifications and record on
Engine Performance Form. ï If results are in normal operating range for
driving conditions, no repair is required.
2. Turn ignition switch to ON and start engine.
ï If results are out of normal operating range for
NOTE: Make sure engine is at or above minimum
driving conditions, proceed to next step.
operating temperature of 71∞C (160∞F) and the
engine is in closed loop by monitoring Exhaust 11. Address out of range concerns in the following
Lambda Sensor (ELS) and verifying that readings order:
are greater than 1. If ELS reading is exactly 1,
1. If EFP sensor is out of range (low or high),
the vehicle is in open loop. See Exhaust Lambda
repair as necessary.
Sensor (ELS) (page 358) in the ìElectronic
Control System Diagnosticsî section of this 2. If FRP sensor is out of range (low), repair
manual. as necessary.
3. Open COM device. 3. If Delta_P is out of range, repair as
necessary.
4. Open D_Performance.ssn session.
4. If EGR actuator and position sensor are
5. Set the Performance snapshot to record at 0.2
out of range, repair as necessary.
second interval for the following PIDs:
5. If Brake Control Pressure (BCP) sensor is
ï Engine speed (rpm)
out of range, repair as necessary.
ï Manifold Absolute Pressure (MAP)
6. If above repairs do not correct the
ï Engine Fuel Pressure (EFP) concern, proceed to Road Test Results
Interpretation (page 170) in this section.
ï Fuel Rail Pressure (FRP) actual
ï FRP desired
6.2 Road Test Results Interpretation
ï Exhaust Gas Recirculation (EGR) actual
NOTE: Performance road test readings can be
ï EGR desired
interrelated and the following steps identify some
ï Engine load (EL %) interrelated readings and the possible causes to be
investigated.
ï Exhaust Gas Differential Pressure (EGDP)
EGES-420
1. Monitor the MAP sensor and EGDP sensor

readings taken during the snapshot recording.
ï If the MAP reading is LOW and EGDP
reading is HIGH, the Diesel Particulate Filter
(DPF) is suspect. Proceed to Aftertreatment
Cleanliness Test (page 173) in this section.
ï If the MAP reading is LOW and EGDP reading
is NORMAL, the intake air system leaks, EGR
system, exhaust system leaking before DOC
or a plugged Diesel Oxidation Catalyst (DOC)
are suspect.
Inspect for leaks, proceed to Visual Inspection
Diagnose the EGR activation, proceed to Air
Supply System (page 164) in this section.
Diagnose the DOC, proceed to Aftertreatment
Cleanliness Test (page 173) in this section.
ï If the MAP reading is HIGH and EGDP
reading is NORMAL, the boost control system
is suspect. Proceed to Air Supply System
ï If the MAP reading is NORMAL and EGDP
reading is NORMAL, exhaust system leaks
are suspect. Inspect for leaks, proceed to
Visual Inspection (page 154) in this section.
2. If the previous testing does not correct the
problem, review the concern and specific
conditions that may cause it, with the customer
then attempt to duplicate the concern.
Low Boost Possible Causes

ï Boost leaks ï Low fuel pressure
ï Restricted intake or exhaust ï Failed EGR control valve
ï Control system faults ï Failed turbocharger
ï Biased BAP or MAP sensors ï Failed fuel injectors
ï Power cylinder condition ï Failed ITV
ï Failed Charge Air Coolers (CACs)
EGES-420
Low Fuel Pressure Possible Causes

ï Fuel filter or strainer blockage ï Fuel supply line leak, damage, or blockage
ï Incorrect fuel grade for cold temperatures ï Air leak in suction side fuel line or filter assembly
ï Debris, water, or ice in fuel system ï Failed high pressure pump
ï Oil, gasoline, or kerosene present in fuel system
ï Combustion gases entering fuel system
Exhaust or Intake System Possible Causes

ï Intake air filter restriction ï Exhaust restriction
ï Collapsed intake hose ï Charge air leak to atmosphere
ï Charge air leak to coolant
EGES-420
7. Aftertreatment (AFT) System Gas Temperature 1 (EGT1), Exhaust Gas

Temperature 2 (EGT2), and Exhaust Gas
7.1. Aftertreatment (AFT) Cleanliness Test
Temperature 3 (EGT3) sensors. The sensors
NOTE: The vehicle does not complete a regeneration should be operating at similar values.
if the Exhaust Gas Recirculation (EGR) control valve
8. Verify and record the operating value on the
or the Intake Throttle Valve (ITV) are damaged.
Engine Performance Form for Exhaust Gas
NOTE: See ìDiagnostic Software Operationî section Differential Pressure (EGDP) sensor. The EGDP
in this manual for specific Electronic Service Tool should be operating near zero.
(EST) software procedures to do this test.
9. Verify soot and ash loading.
Purpose ï If soot and ash loading are below allowable
maximum, system is operating correctly at
This procedure is used to induce a Diesel Particulate
this time.
Filter (DPF) regeneration cycle. The regeneration
process may take up to one hour depending on the ï If soot and ash loading are above the
condition of the DPF. allowable maximum, proceed to the next
step.
Tools
10. Make sure engine is at or above minimum
operating temperature of (71∞C [160∞F]) before
starting Activation Regen.
11. Select Diagnostics tests from the EST menu,
select After-Treatment Tests then the AFT
Procedure
Cleanliness Test from the drop-down menu.
WARNING: To prevent personal injury or The ECM waits 15 seconds then starts the
death, make sure the parking brake is set, the Activation Regen and commands the engine to
transmission is in neutral or park, and the wheels accelerate to a preset or default rpm to prepare
are blocked when running the engine in the for regeneration.
service bay. The ECM monitors the effects of the regeneration
1. Park the vehicle outside of the building during the system by using feedback signals from the
test. temperature and pressure sensors.
2. See ìAppendix A: Performance Specificationsî in ï If no problems are detected, the test

this manual for correct specification. completes the regeneration cycle and
resumes low idle rpm.
3. Start and idle the engine for two minutes.
ï If a problem is detected, the ECM cancels the
4. Open COM device. test, sets a DTC, and resumes low idle rpm.
5. Open D_Aftertreatment.ssn session. 12. Record sensor value results on the Engine
6. Record sensor value results on Engine Performance Form.
Performance Form. NOTE: An undamaged cleaned DPF will have no
7. Verify and record the operating values on visual evidence of plugging or discoloration on the
the Engine Performance Form for Exhaust output side of the filter, or collapsed media.
EGES-420
ï DPF damage (cracked or leaking substrate)

ï DPF contamination
7.2. Aftertreatment Fuel Injector (AFI) Flow Test

NOTE: Do not carry out this procedure unless referred
here by the Aftertreatment Cleanliness Test.
Purpose
This test verifies the condition of the Aftertreatment
Figure 154 Damaged DPF Fuel Injector (AFI). The test runs for 60 seconds and
injects fuel in a pulsing mist pattern. During this test
the AFI injects approximately 177 ml (6 oz.) of fuel.
Tools
death, make sure the engine has cooled before ï Electronic Service Tool (EST) with
removing components. MasterDiagnostics® software (page 447)
NOTE: Do not carry out the Aftertreatment Fuel ï IC4 USB interface cable (page 447)
Injector (AFI) Flow Test, Aftertreatment (AFT) System
Leak Test or Aftertreatment Fuel Supply (AFS) valve Procedure
Leak Test unless the vehicle fails the Aftertreatment
(AFT) Cleanliness Test. WARNING: To prevent personal injury or
13. Compare EGDP sensor test result readings to death, make sure the parking brake is set, the
pretest readings. transmission is in neutral or park, and the wheels
ï If a significant drop in the EGDP reading service bay.
occurs, retest the performance complaint.
NOTE: The engine should be relatively cool before
ï If a significant drop in EGDP reading does carrying out this test.
not occur, remove and inspect the DPF and
DOC for signs of damage, plugged media 1. See ìAppendix A: Performance Specificationsî in
or contamination. Clean the DPF following this manual for correct specification.
the procedures in the vehicle Operator’s 2. Remove the AFI from the exhaust manifold using
Manual. Verify the aftertreatment fuel system the procedures in InternationalÆ MaxxForceô 11
is operating correctly. See Aftertreatment and 13 Engine Service Manual, except do not
Fuel Injector (AFI) Flow Test (page 174), disconnect the fuel line, the coolant lines or the
Aftertreatment Fuel Supply (AFS) Valve Leak electrical connector from the AFI.
Test (page 177) and Aftertreatment (AFT)
System Leak Test (page 175) in this section.
Repeat the Aftertreatment Cleanliness Test. WARNING: To prevent personal injury or
ï If the Activation Regen fails a second time flames or sparks when taking a fuel sample.
install a new DPF.
Possible Causes WARNING: To prevent personal injury or
death, wear safety glasses with side shields when
ï High DPF loading
doing the following procedure.
ï AFT sensor circuit faults or sensor failure
EGES-420
ï If the AFI is operating correctly, reinstall

the AFI injector using a new AFI injector
gasket using the procedures in InternationalÆ
Manual. Proceed to next test.
Possible Causes
ï Failed AFI
ï AFI circuit faults
7.3. Aftertreatment (AFT) System Leak Test

NOTE: Do not carry out this procedure unless referred
here by the Aftertreatment Cleanliness Test.
Figure 155 AFI NOTE: See ìDiagnostic Software Operationî section
3. Position the AFI in a suitable metal container that
can hold at least 296 mL (10 oz) of fuel. Purpose
4. Turn the ignition switch to ON. This test verifies the AFI does not leak when
5. Open COM device. de-energized, and there are no leaks in the fuel lines
leading to the AFI. This test runs for 120 seconds.
6. Open D_Aftertreatment.ssn session. Once started the Aftertreatment Fuel Supply (AFS)
7. Start and idle the engine for two minutes. valve is energized for 60 seconds, this may be verified
by monitoring the Aftertreatment Fuel Pressure (AFP),
8. Select the AFI Flow Test. and monitoring the AFI for any signs of fuel leakage.
9. The test starts after 15 seconds and runs for 60 At the end of the first 60 seconds, the AFS valve
seconds. The AFI should inject fuel at a rate of 3 is de-energized and the Aftertreatment Fuel Drain
mL (0.1 oz)/second for a total of 177 mL (6 oz). (AFD) valve is energized for 60 seconds, this drops
the AFP to less than 7 kPa (1 psi).
10. Monitor the fuel flow and spray from the AFI.
Tools
ï If the AFI does not spray any fuel, diagnose
the AFI control circuits. See ìElectronic ï Electronic Service Tool (EST) with
Control Systems Diagnosticsî in this MasterDiagnostics® software (page 447)
manual. Install the AFI injector following the ï IC4 USB interface cable (page 447)
procedures in InternationalÆ MaxxForceô
11 and 13 Engine Service Manual. Procedure
ï If the AFI does not spray the specified amount
of fuel in a pulsed mist, install a new AFI WARNING: To prevent personal injury or
following the procedures in the InternationalÆ death, make sure the parking brake is set, the
MaxxForceô 11 and 13 Engine Service transmission is in neutral or park, and the wheels
Manual. are blocked when running the engine in the
service bay.
this manual for correct specification.
3. Open COM device.
EGES-420
4. Open D_Aftertreatment.ssn session.

5. Select the AFT System Leak Test.
6. The test starts after 15 seconds and runs for two
minutes. The test energizes the Aftertreatment
Fuel Supply (AFS) valve for 60 seconds. After 60
seconds the test deenergizes the AFS valve and
energizes the AFD valve for 60 seconds. The AFI
should not leak any fuel.
7. Monitor the AFI fuel pressure and Engine Fuel
Pressure (EFP) Parameter Identifiers (PIDs)
during the test. The AFI fuel pressure should be
within 34 kPa (5 psi) of the EFP sensor reading
when the HC cut-off valve is energized and under
34 kPa (5 psi) when the AFD valve is energized.
Figure 156 AFI
8. If the test indicates a leak, inspect the
aftertreatment fuel system for an external leak.
ï If an external leak is located, repair as 11. Position the AFI in a suitable metal container that
necessary. can hold at least 296 mL (10 oz) of fuel.
ï If an external leak is not located, proceed to 12. Start and idle the engine for two minutes.
the next step. 13. Open COM device.
9. Remove the AFI from the exhaust manifold using 14. Open D_Aftertreatment.ssn session.
the procedures in InternationalÆ MaxxForceô 11
and 13 Engine Service Manual, except do not 15. Select the AFT System Leak Test.
disconnect the fuel line or coolant lines from the 16. The test starts after 15 seconds and runs for two
AFI. minutes. The test energizes the AFS valve for 60
10. Using a clean shop rag, clean any fuel from the seconds. After 60 seconds the test deenergizes
AFI tip. the AFS valve and energizes the AFD valve for 60
seconds. The AFI should not leak any fuel.
WARNING: To prevent personal injury or 17. Monitor the AFI fuel pressure and EFP PIDs
death, do not smoke or park vehicle near open during the test. The AFI fuel pressure should be
flames or sparks when taking a fuel sample. within 34 kPa (5 psi) of the EFP sensor reading
when the AFS is energized and under 34 kPa (5
psi) when the AFD valve is energized.
death, wear safety glasses with side shields when 18. Monitor the fuel flow from the AFI.
doing the following procedure.
ï If the AFI does not leak or spray fuel, the
HC cut-off valve is operating correctly. Install
the AFI injector following the procedures
Engine Service Manual
ï If the AFI has fuel leakage (dripping), install
a new AFI following the procedures in the
EGES-420
ï If the fuel supply assembly is leaking fuel, 1. See ìAppendix A: Performance Specificationsî in
repair or replace the fuel supply assembly this manual for correct specification.
following the procedures in the InternationalÆ
2. Remove fuel return line from HC cut off valve.
Manual. Install the AFI injector following the 3. Connect Fuel Inlet Restriction and Aeration Tool
procedures in InternationalÆ MaxxForceô to HC cut-off valve return port and route the open
11 and 13 Engine Service Manual. end into a suitable container that can hold at least
296 mL (10 oz) of fuel.
Possible Causes
ï Failed AFI
ï Failed AFS valve death, do not smoke or park vehicle near open
ï Failed AFD valve
5. Open COM device.
7.4. Aftertreatment Fuel Supply (AFS) Valve Leak
Test 6. Open D_Aftertreatment.ssn session.
NOTE: Do not do this procedure unless referred here 7. Select the AFS Leak Test.
by the Aftertreatment Cleanliness Test.
8. The test starts after 15 seconds and will run for 60
NOTE: See ìDiagnostic Software Operationî section seconds, the AFI should not inject any fuel.
9. Inspect the Fuel Inlet Restriction & Aeration Tool
for fuel.
Purpose ï If the Fuel Inlet Restriction & Aeration Tool
has continuous fuel flow, install a new HC
This test verifies the Aftertreatment Fuel Supply (AFS)
cut off valve following the procedures in
valve does not leak after it is closed. This test runs
for 60 seconds, during which time AFS valve and the
Engine Service Manual. Retest the system.
Aftertreatment Fuel Injector (AFI) are closed, and the
Aftertreatment Fuel Drain (AFD) valve is opened. ï If the Fuel Inlet Restriction and Aeration Tool
does not have fuel in the tube, the system is
Tools
operating correctly at this time.
Possible Causes
ï Failed AFS valve
ï AFS valve circuit faults
ï Fuel Inlet Restriction and Aeration Tool (page 451)
Procedure

death, make sure the parking brake is set, the
service bay.
EGES-420
Special Tests ï IC4 USB interface cable (page 447)
Procedure
1. Turn ignition switch to ON. Do not start engine.
fluids (oil, fuel, and coolant) may be a hazard 2. Open COM device.
to human health and the environment. 3. Select IBB Relative Compression Test from
Handle all fluids and other contaminated Diagnostics drop-down menu.
with applicable regulations. Recycle 4. Follow on-screen instructions.

8. Relative Compression Test
Purpose Figure 157 Relative Compression Test Results

compression stroke. Timing is based on information ï If Relative Compression Test or Injector
from the Camshaft Position (CMP) sensor and Disable Test do not identify a suspect cylinder,
Crankshaft Position (CKP) sensor. A cylinder with low no action is required.
ï If Relative Compression Test and Injector
Disable test identify the same suspect
This test is accomplished by cranking the engine and cylinder, check for cylinder mechanical issue.
following the on-screen instructions. The engine does Proceed to the next test.
not start when running this test.
NOTE: If only the Injector Disable Test identifies
NOTE: Batteries must be fully charged before doing a suspect cylinder, check for injector issue first.
this test. If multiple tests are required, use a battery
charger during the test to prevent battery drain. Relative Compression Test Interpretation
NOTE: If running a second test, wait two minutes The test results are displayed by either a numerical
between tests to allow the starter motor to cool. text, or by graphical display. Assuming there are no
mechanical problems with the engine the numbers
Tools
displayed, or graph should be approximately the same
ï Electronic Service Tool (EST) with value or height. A smaller number or lower level graph
MasterDiagnostics® software (page 447) would indicate a problem with that particular cylinder.
EGES-420
Possible Causes
ï Incorrect valve lash adjustment
ï Loose fuel injector
ï Power cylinder damage
9. Engine Run-up Test

Purpose
This test determines cylinder contribution. The engine Figure 158 Engine Run-up Test Results
accelerates from low engine idle to 1400 rpm and
disables each of the injectors in sequence. A baseline
test is run with all of the injectors enabled at both the 5. Record results on Engine Performance Form.
beginning and end of the test. ï If the engine run-up test does not identify a
Tools suspect cylinder, no action is required.
ï Electronic Service Tool (EST) with ï If the engine run-up identifies a suspect
MasterDiagnostics® software (page 447) cylinder, check for cylinder mechanical issue.
ï IC4 USB interface cable (page 447) Engine Run-Up Test Interpretation
Procedure The test results may be displayed in either numerical
or graphical form. A problem cylinder has the same
1. Start and idle the engine. run-up period as the baseline test.
2. Open COM device. Possible Causes
3. Select IBB Engine Run-up Tests from the ï Incorrect valve lash adjustment
Diagnostics drop-down menu.
4. Follow the on-screen instructions.
ï Power cylinder damage
ï Failed injector
10. Injector Disable Test

Purpose
This test is used to determine the contribution of each
injector by manually disabling each of the injectors.
EGES-420
NOTE: The Injector Disable Test is used in

conjunction with Relative Compression Test (page
178) and Engine Run Up Test (page 179) to
distinguish between an injector problem or a
mechanical problem.
Tools
Procedure

transmission is in neutral or park, and the wheels Figure 159 Injector Disable Test
service bay.
6. Select cylinder number 1 and select Run. (Injector
NOTE: Before doing this test, complete all preceding selected will be disabled and engine noise should
tests. change.)
1. Turn ignition switch to ON. 7. Record results on Engine Performance Form.
2. Open COM device. 8. Select Normal Operation. Injector will be enabled
3. Start and idle the engine. and engine noise should return to previous state
of operation.
4. Select Diagnostics from menu bar.
9. Repeat steps 6 and 7 for remaining 5 cylinders.
5. Select IBB Injector Disable Tests from drop down Listen for tone changes from cylinder to cylinder.
menu.
ï If test does not identify a suspect cylinder, do
NOTE: Run Injector Disable Test only when Relative Compression Test (page 178) and
engine temperature reaches 71∞C (160∞F) or Engine Run Up Test (page 179).
higher.
ï If test identifies a suspect cylinder, do Relative
The Engine Oil Temperature (EOT) indicator Compression Test (page 178) and Engine
changes from red to green when engine Run Up Test (page 179). Do not attempt to
temperature reaches 71∞C (160∞F) or higher. repair injectors without completing tests first.
Injector Disable Test Interpretation

Test interpretation is through a visual, or audible
change in engine performance.
Possible Causes
ï Open or short injector wiring
ï Scuffed or failed injector
ï Failed Engine Control Module (ECM)
ï Power cylinder issue
EGES-420
11. High Pressure Pump Run-up Test

Purpose
This test determines the integrity of the low and
high pressure fuel systems. This test does not
identify a specific system component failure. The test
accelerates the engine from idle speed to each of the
following steps, 1100, 1300, 1450, and 1600 rpm.
During each of these runs the high pressure fuel in
the fuel rail is increased from 500 bar (7250 psi ) to
1800 bar (26,100 psi), and then drops back to 500
bar (7250 psi). The Engine Control Module (ECM)
monitors the time for fuel pressure to increase and Figure 160 High pressure pump run-up test
drop back to the starting fuel pressure. results
ï Engine RPM during test; 1100, 1300, 1450, 1600
rpm.
ï Fuel rail pressure increases during this test in
ï If the results of the test show the high
increments of 1800 bar (26,100 psi).
pressure pump output is at specification
Results are displayed as cylinder status of normal, at the 4 measurement points, no action is
slow or fast during run-up. required.
Tools ï If the results of the test show the high
pressure pump output is below specification
at any of the measurement points, diagnose
the fuel system, do Low Pressure Fuel
ï IC4 USB interface cable (page 447) System (page 156) in this section and the
High Pressure Fuel System (page 140) in the
Procedure ìHard Start and No Start Diagnosticsî section
of this manual.
1. Start and idle the engine.
2. Open COM device. High Pressure Run-Up Test Interpretation
3. Select IBB High Pressure Fuel Pump Tests from Test results are displayed in text only. Test results
the Diagnostics drop-down menu. may be displayed as normal, slow, or fast. A normal
indicates no problems with the fuel system. A fast
4. Follow the on-screen instructions.
or slow return indicates a problem which requires
investigation of the low and high pressure fuel
systems.
Possible Causes
ï Fuel system issues
12. High Crankcase Pressure Test
Purpose
To identify the cause of high crankcase pressure.
EGES-420
Possible Causes
ï Air compressor
ï Turbocharger(s)
ï Cylinder damage
Tools
ï Crankcase Pressure Test Adapter (page 449)
ï Slack Tube Manometer (page 454)
Procedure
1. Start and run the engine until it reaches operating Figure 162 Upper tube assembly at lower fitting
temperature.
2. Turn the key to the OFF position. 4. Disconnect upper tube assembly from lower fitting
on service breather assembly and plug the upper
tube assembly.
Figure 161 Breather outlet tube
Figure 163 Upper tube assembly at upper fitting

NOTE: There is a small amount of lube oil normally and middle tube assembly connections
present in the intake due to the configuration of the
closed crankcase breather system. 1. Upper tube assembly
2. Middle tube assembly
3. Disconnect the breather outlet tube assembly
from the air intake manifold and inspect for
excessive oil or coking. 5. Disconnect the upper tube assembly and the
ï If excessive oil or coking is present, proceed middle tube assembly from the service breather
to next step. assembly.
ï If excessive oil or coking is not present, skip
to step 9.
EGES-420
Figure 164 Upper tube assembly at upper fitting Figure 165 Crankcase pressure test adapter at
and middle tube assembly connections breather inlet
6. Disconnect the lower tube assembly from the M26 10. Disconnect breather inlet tube assembly from
x 1.5 threaded union. breather cup.
7. Test the check valves by applying regulated shop NOTE: Do not connect breather tube inlet assembly
air 14-34 kPa (2-5 psi) to the lower tube assembly to Crankcase Pressure Test Adapter at this time.
connection and inspect the open upper and
11. Install Crankcase Pressure Test Adapter and the
middle tube assembly connections for air flow.
Gauge Bar Tool on the breather cup.
ï If any air flow is present, install a new upper
12. Start and idle engine at high idle/no load
or middle tube assembly as necessary.
specification.
ï If no air flow is present, proceed to next step.
13. Using the Gauge Bar Tool, measure and record
8. Test the check valves by applying regulated shop the crankcase flow.
air 14-34 kPa (2-5 psi) to the open upper and
ï If the flow exceeds engine crankcase
middle tube assembly connections and inspect
pressure specification, skip to step 28.
the lower tube assembly connection for air flow.
ï If the flow is within engine crankcase pressure
ï If any air flow is present, proceed to next step.
specification, proceed to next step.
ï If no air flow is present, install a new upper or
14. Remove Crankcase Pressure Test Adapter and
middle tube assembly as necessary.
Gauge Bar Tool from breather cup.
9. Connect breather outlet tube assembly to air
15. Connect breather inlet tube assembly to breather
intake manifold.
cup.
EGES-420
Figure 166 Measurement at CDR valve assembly Figure 167 Crankcase pressure measurement
16. Disconnect breather outlet tube assembly from 22. Connect the Crankcase Pressure Test Adapter
Crankcase Depression Regulator (CDR) valve and Gauge Bar Tool to the oil level gauge tube and
assembly. plug the Crankcase Pressure Test Adapter outlet.
NOTE: Do not connect breather outlet tube assembly 23. Start and idle the engine at high idle/no load
to Crankcase Pressure Test Adapter at this time. specification.
17. Install Crankcase Pressure Test Adapter and the 24. Using the Gauge Bar Tool, measure and record
Gauge Bar Tool on the CDR valve assembly. the crankcase pressure.
18. Start and idle engine at high idle/no load ï If the crankcase pressure is above 374 Pa
specification. (1.5 in-H2O) with the engine cooling fan off or
498 Pa (2.0 in-H2O) with the engine cooling
fan on, install a new breather filter element.
the crankcase flow.
Retest the system.
ï If output flow is the same as input flow,
ï If the crankcase pressure, after installing a
crankcase breather system is operating
new breather filter element, is above 374 Pa
correctly at this time.
(1.5 in-H2O) with the engine cooling fan off or
ï If output flow is less than input flow, proceed 498 Pa (2.0 in-H2O) with the engine cooling
to next step. fan on, proceed to the next step.
20. Turn the key to the OFF position. ï If reading is within specification, the system is
operating correctly at this time.
NOTE: Do not connect breather outlet tube assembly
to CDR valve assembly at this time.
21. Disconnect Crankcase Pressure Test Adapter and
Gauge Bar Tool from the CDR valve assembly
EGES-420

the crankcase pressure.
ï If the reading is within specification the
system is operating correctly.
ï If the reading is above specification, proceed
to the next step.
32. Turn the key to the OFF position.
33. Install wheel chocks on the vehicleís wheels.
34. Disconnect the air compressor from the brake air
tank.
35. Start and idle the engine at the high idle/no load
specification.
Figure 168 Crankcase pressure measurement 36. Using the Gauge Bar Tool, measure and record
25. Disconnect the CDR hose assembly from the ï If the reading is within specification, install a
CDR valve assembly inlet. new air compressor following the procedures
in the InternationalÆ MaxxForceô 11 and 13
26. Start and idle the engine at high idle/no load Engine Service Manual. Retest the system.
specification.
27. Using the Gauge Bar Tool, measure and record to next step.
37. Turn the key to the OFF position.
ï If the crankcase pressure is above 374 Pa
(1.5 in-H2O) with the engine cooling fan off or
498 Pa (2.0 in-H2O) with the engine cooling
fan on, inspect the breather system for a
plugged pathway and repair as necessary.
Retest the system.
ï If the crankcase pressure is below 374 Pa (1.5
in-H2O) with the engine cooling fan off or 498
Pa (2.0 in-H2O) with the engine cooling fan
on, inspect the breather system for a leak and
repair as necessary. Retest the system.
ï If reading is within specification, install a new
CDR valve assembly, following the procedure
in the InternationalÆ MaxxForceô 11 and 13
Engine Service Manual. Retest the system.
28. Disconnect breather inlet tube assembly from Figure 169 Low pressure turbocharger oil return
breather cup. pipe
29. Install Crankcase Pressure Test Adapter and
Gauge Bar Tool between the breather cup and
38. Disconnect the low pressure turbocharger oil
breather inlet tube assembly.
return pipe nut from the crankcase and route the
30. Start and idle the engine at high idle/no load pipe into a clean 5 gallon bucket.
specification.
39. Plug the low pressure turbocharger oil return pipe
nut port in the crankcase.
EGES-420
CAUTION: To prevent engine damage, quickly shut Possible Causes

off the engine. Take the crankcase pressure reading
ï Air compressor
quickly and shut off the engine. Failure to quickly shut
off the engine leads to oil loss. ï Turbocharger(s)
40. Start and idle the engine at the high idle/no load ï Cylinder damage
specification.
ï Restricted crankcase breather system
the crankcase pressure then quickly shut down
the engine to prevent excessive oil loss.
ï If the reading is within specification, install 13. Exhaust Restriction
a new turbocharger assembly following
the procedures in the InternationalÆ Purpose
To check for exhaust system restrictions.
Manual. Retest the system.
Tools
to next step. ï Electronic Service Tool (EST) with
42. Restore the low pressure turbocharger oil return
system. ï IC4 USB interface cable (page 447)
43. Observe the Crankcase Pressure Test Adapter
Procedure
gauge fitting with the engine running at low idle.
ï If the engine has high crankcase pressure
this manual for Exhaust Restriction specifications
readings and heavy pulsations from the
and record on Engine Performance Form.
Crankcase Pressure Test Adapter gauge
fitting, carry out the IBB relative compression 2. Turn the ignition switch to ON.
test to isolate a scored cylinder. See Relative
3. Open COM device.
Compression Test (page 178) in this section.
4. Open D_AirManagement.ssn session.
ï If the engine has high crankcase pressure
readings but does not have heavy pulsations 5. Disconnect the Exhaust Gas Recirculation (EGR)
from the Crankcase Pressure Test Adapter control valve connector during the test. Ignore the
gauge fitting, proceed to the next step. Diagnostic Trouble Code (DTC) that sets.
44. Inspect for leaks in the inlet piping between the air
filter element and the low pressure turbocharger. WARNING: To prevent personal injury or
If leaks are located, the engine may be dusted or
the piston rings worn causing compression loss.
Proceed to next step.
service bay.
45. Remove the cylinder head following the
6. Run engine at high idle, no load.
procedures in the InternationalÆ MaxxForceô 11
and 13 Engine Service Manual. 7. Record Exhaust Back Pressure (EBP) on Engine
Performance Form.
46. Inspect the cylinder liners for polishing.
ï If EBP is in specification, reconnect EGR
If the cylinder wall hatch marks are polished off the
control valve and clear DTCs. No repair is
cylinder liner, the engine needs to be rebuilt. See
required.
the procedures in the InternationalÆ MaxxForceô
11 and 13 Engine Service Manual. ï If EBP is above specification, continue to next
step.
EGES-420
8. Remove exhaust pipe from turbo exhaust pipe ï Restricted or collapsed exhaust piping
and test again.
ï Restricted or damaged exhaust components
ï If EBP is in specification, reconnect EGR
ï Turbocharger issue
control valve, clear DTCs, and repair issue
between turbocharger outlet and tailpipe.
ï If EBP is above specification, reconnect 14. Valve Lash and Retarder Lash
exhaust pipe, reconnect EGR control
The valve lash and retarder lash cannot be verified
valve, clear DTCs, and repair issue with
through simple measurement. Adjust the valve lash
turbocharger(s).
and retarder lash following the complete procedure
Possible Causes in the InternationalÆ MaxxForceô 11 and 13 Engine
Service Manual.
ï Damaged or biased EBP sensor
EGES-420
EGES-420
7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 189
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193
Section Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193
Engine Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194

EGED-430 Engine Wiring Diagram Example. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
Sensor and Actuator Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195

Engine Mounted Components. . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
Vehicle Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199
Diagnostic Procedure Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199

Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199
Pin Grip Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199
Diagnostics with Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199
Diagnostics without EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199
Sensor End Diagnostics (EST with MasterDiagnosticsÆ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200
Sensor End Diagnostics (2-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200
Sensor End Diagnostics (3-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203
Pin-Point Diagnostics (without MasterDiagnosticsÆ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206
Actuator Operational Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .207
Harness Resistance Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .208
Operational Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209
Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .210

AFD Valve (Aftertreatment Fuel Drain). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .210
AFD Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212
AFI (Aftertreatment Fuel Injector). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .214
AFI Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .216
AFP Sensor (Aftertreatment Fuel Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218
AFP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219
AFP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221
AFP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .222
AFS Valve (Aftertreatment Fuel Supply). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .223
AFS Valve Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225
AFT System (Aftertreatment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227
AFT System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229
AFT System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .234
AMS (Air Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238
AMS System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
APS/IVS (Accelerator Position Sensor/Idle Validation Switch). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
APS/IVS Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245
APS/IVS Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
APS/IVS Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
EGES-420
190 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
ATA Datalink (American Trucking Association). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250

ATA Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251
ATA Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
BCS (Boost Control Solenoid) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
BCS Valve Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254
BCS Valve Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256
CAN Communications (Controller Area Network) (Public). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .258
CAN (Public) Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259
CAN (Public) Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
CAN Communications (Controller Area Network) (Private). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .262
CAN (Private) Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263
CAN (Private) Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264
CFV (Coolant Flow Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .266
CFV Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .268
CKP Sensor (Crankshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .270
CKP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271
CKP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272
CMP Sensor (Camshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .273
CMP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .274
CMP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .276
CMV (Coolant Mixer Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .277
CMV Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .279
Control Module Self-Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281
ECM Self Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282
CSR (Cold Start Relay). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287
CSR Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288
CSR Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .291
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292
CSS Valve (Cold Start Solenoid) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293
CSS Valve Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .294
CSS Valve Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296
Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297
Cylinder Balance Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297
Cylinder Balance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .298
EBP Sensor (Exhaust Back Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .300
EBP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .301
EBP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302
EBP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
ECL Switch (Engine Coolant Level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304
ECL Switch Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .305
ECL Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .306
ECM Power (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307
ECM PWR Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .308
ECM PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .309
ECT Sensor (Engine Coolant Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310
ECT Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .311
ECT Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312
EGES-420
ECT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .313

ECT2 Sensor (Engine Coolant Temperature 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .314
ECT2 Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315
ECT2 Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .316
ECT2 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317
EFP Sensor (Engine Fuel Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318
EFP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .319
EFP Sensor Pin-Point Diagnostics. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .320
EFP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .321
EGDP Sensor (Exhaust Gas Differential Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .322
EGDP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
EGDP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .325
EGDP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326
EGR Control Valve (Exhaust Gas Recirculation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .327
EGR Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .328
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330
EGRP Sensor (Exhaust Gas Recirculation Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331
EGRP Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .332
EGRP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .334
EGRP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336
EGT1 Sensor (Exhaust Gas Temperature 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338
EGT1 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339
EGT1 Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .341
EGT1 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342
EGT2 Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .346
EGT3 Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351
EIM/ACM Power (Engine Interface Module/Aftertreatment Control Module). . . . . . . . . . . . . . . . . . . . . . .352
EIM/ACM Power Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354
EIM/ACM Power Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .357
ELS (Exhaust Lambda Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358
ELS Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .359
ELS Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364
EOP Sensor (Engine Oil Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .365
EOP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366
EOP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .367
EOP Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .368
EOT Sensor (Engine Oil Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .369
EOT Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .370
EOT Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .371
EOT Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .372
EWPS (Engine Warning Protection System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373
EWPS Programmable Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
FPCV (Fuel Pressure Control Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379
EGES-420
FPCV Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .380

FPCV Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382
FRP Sensor (Fuel Rail Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383
FRP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .384
FRP Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
FRP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
FRP System (Fuel Rail Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
FRP System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
FRP System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393
IAT Sensor (Intake Air Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .394
IAT Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
IAT Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
IAT Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
Injector (INJ) Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398
Injector 1 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
Injector 2 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400
Injector 3 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401
Injector 4 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402
Injector 5 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403
Injector 6 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .404
Injector Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405
IST (Idle Shutdown Timer) System (California - Standard). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .406
IST Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .406
IST (Idle Shutdown Timer) System (Federal - Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408
IST Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408
ITV (Intake Throttle Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .410
ITV End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .412
ITV Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415
MAP/IAT2 Sensor (Manifold Absolute Pressure/Intake Air Temperature 2). . . . . . . . . . . . . . . . . . . . . . . .416
MAP/IAT2 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417
MAP/IAT2 Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .419
MAP/IAT2 Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420
MAT Sensor (Manifold Air Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .421
MAT Sensor Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .422
MAT Sensor Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423
MAT Sensor Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .424
Retarder Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
Retarder Control Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .428
Service Interval Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
Service Interval Messages Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
Single and Two-Speed EFAN Control (Electronic Engine Fan Control). . . . . . . . . . . . . . . . . . . . . . . . . . . .430
Single and Two-Speed EFAN Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
Single or Two-Speed EFAN Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Variable EFAN Control (Electronic Engine Fan Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
EFAN Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Variable EFAN Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
EGES-420
Description ï Circuit operation

Section Information ï Component location
All electrical faults in the engine control system can ï Diagnostic tool list
be diagnosed in this section. All components are
ï Sensor End Diagnostics (with
divided into separate test procedures and contain the
MasterDiagnosticsÆ software)
following information:
ï Pin-Point Diagnostics (without
ï Diagnostic Trouble Code (DTC) with possible
MasterDiagnosticsÆ software)
cause
ï Harness resistance checks
ï Circuit diagram
ï Operational voltage check (most components)
ï Component function
EGES-420
Engine Wiring Diagram

EGED-430 Engine Wiring Diagram Example
Figure 170 EGED-430 (Front Side)
Engine diagnostic forms assist technicians in description of vehicle circuits, circuit numbers, or
troubleshooting InternationalÆ diesel engines. connector and fuse locations, see truck Chassis
Diagnostic schematics and signal values help Electrical Circuit Diagram Manual and Electrical
technicians find problems to avoid unnecessary System Troubleshooting Guide.
repairs.
Engine Wiring Diagram EGED-430 is available in
The Engine Wiring Diagram consists of a circuit color-coded 11 x 17 inch double side 50 sheet pads.
diagram for electrical components mounted on To order technical service literature, contact your
the engine side and vehicle side. For a detailed InternationalÆ dealer.
EGES-420
Sensor and Actuator Locations

Engine Mounted Components
Figure 171 Component location ñ top

1. Exhaust Gas Recirculation 2. Intake Throttle Valve (ITV)
(EGR) control valve 3. Glow plug
EGES-420
Figure 172 Component location ñ front

1. Coolant Mixer Valve (CMV) 2. Manifold Absolute 3. Coolant heater (if equipped)
Pressure/Intake Air Temperature 4. Coolant Flow Valve (CFV)
(MAP/IAT2)
EGES-420
Figure 173 Component location ñ right

1. Aftertreatment Fuel Injector 4. Engine Oil Temperature (EOT) 7. Retarder control with internal
(AFI) sensor adapter line Engine Back Pressure (EBP)
2. Exhaust Gas Recirculation 5. Engine Oil Pressure (EOP) sensor
(EGR) throttle valve with internal sensor adapter line 8. Exhaust Lambda Sensor (ELS)
Exhaust Gas Recirculation 6. Boost Control Solenoid (BCS) 9. Engine Coolant Temperature
Position (EGRP) sensor valve (ECT) sensor
3. Engine Coolant Temperature 2
(ECT2) sensor
EGES-420
Figure 174 Component location ñ left

1. Cold Start Solenoid (CSS) valve 8. Crankshaft Position (CKP) 12. Engine Fuel Pressure (EFP)
2. Cold Start Relay (CSR) sensor sensor
3. Engine Control Module (ECM) 9. Aftertreatment Fuel Pressure 13. High pressure pump with internal
4. Injector harness (AFP) sensor Fuel Pressure Control Valve
5. Manifold Air Temperature (MAT) 10. Aftertreatment Fuel Supply (FPCV)
sensor (AFS) valve 14. Fuel Rail Pressure (FRP) sensor
6. Engine Interface Module (EIM) 11. Aftertreatment Fuel Drain (AFD)
7. Camshaft Position (CMP) sensor valve
EGES-420
Vehicle Mounted Components Pin Grip Inspection
Figure 176 Pin grip check

Figure 175 Accelerator Position Sensor/Idle
Validation Switch (APS/IVS)
1. Disconnect the electrical connector from the
sensor or actuator.
The APS/IVS is mounted on the accelerator pedal. 2. Inspect for corrosion, bent pins, spread pins,
or conditions that could cause a loose or
intermittent connection.
3. Check the pin grip in the female pin by
Diagnostic Procedure Process inserting the correct tool from Terminal Test
Description Adapter Kit.
The test procedures in this section are written based
on the assumption that a Diagnostic Trouble Code
Diagnostics with Electronic Service Tool (EST)
(DTC) is set or there is a problem with the component
being tested. Sensors can be diagnosed quickly using an EST with
MasterDiagnosticsÆ software. The EST monitors
Do checks in sequence unless directed otherwise.
sensor signal back to the Engine Control Module
If a test point is out of specification, the comment
(ECM) while testing the sensorís harness connection.
area directs you to the possible cause or to another
Start this procedure with Sensor End Diagnostics
test point. It is not necessary to complete all of the
(EST with MasterDiagnosticsÆ) (page 200).
test points, unless additional assistance is needed to
pinpoint the fault. Diagnose actuators by running the Actuator Test
using an EST with MasterDiagnosticsÆ software.
The actuator test commands the actuators to cycle
to high and low state while measuring voltage at the
actuatorís harness connection.
Diagnostics without EST

Sensors can also be diagnosed by only using a Digital
Multimeter (DMM). Start this test procedure with
Pin-Point Diagnostics (without MasterDiagnosticsÆ)
(page 206).
EGES-420
Sensor End Diagnostics (EST with 5. Monitor the sensor voltage and verify that an
MasterDiagnosticsÆ) active DTC is present.
Sensor End Diagnostics (2-Wire) ï If the code is inactive, monitor the Parameter
Identifier (PID) while wiggling the connector
1. Connect the EST to the vehicle diagnostic
and all wires at suspected locations.
connector.
If the circuit is interrupted, the signal will spike.
2. Turn the ignition switch to ON. Do not start the
Isolate the fault and repair.
engine.
ï If the code is active, continue to the next step.
3. Start MasterDiagnosticsÆ software.
6. Disconnect the sensor. Inspect the connector for
4. Open the Continuous Monitor session. This
corrosion or damaged pins using the Pin Grip
session lists all engine sensors.
Inspection (page 199). Repair as necessary.
7. Connect breakout harness to the engine harness.
Leave the sensor disconnected.
8. Monitor the sensor signal voltage with the EST.
The voltage should be greater than 4.87 volts
with the sensor disconnected, unless the circuit
is shorted to ground.
Figure 177 Sensor voltage
EGES-420
Example
Test Point Spec Comments
EST ñ Monitor EOTV > 4.78 V If < 4.78 V, check EOT signal for short to GND. Do
Harness Resistance Check.
ï If below specification, repair short to ground

on the sensor signal circuit. Do Harness
Resistance Check if additional assistance is
needed in diagnosing fault.
ï If within specification, continue to next test
point.
9. Short a 3-banana plug harness across the sensor
signal circuit and engine ground.
The voltage should be 0 volts, unless the sensor
signal circuit is open.
Example
EST ñ Monitor EOTV 0V If > 0.2 V, check EOT signal for OPEN. Do Harness
Resistance Check.
Short 3-banana plug harness
across 2 and GND
ï If above specification, repair open in sensor

signal circuit. Do Harness Resistance
Check if additional assistance is needed
in diagnosing fault.
point.
11. Short a 3-banana plug harness across the sensor
signal circuit and SIG GND circuit.
The voltage should be 0 volts, unless the SIG
GND circuit is open.
Example
EST ñ Monitor EOTV 0V If > 0.2 V, check SIG GND for OPEN. Do Harness
Resistance Check.
Short 3-banana plug harness
across 1 and 2
ï If above specification, repair open in SIG ï If within specification, continue to next test
GND circuit. Do Harness Resistance Check if point.
additional assistance is needed in diagnosing
fault.
EGES-420
13. Short a 500 ohm resistor harness across the

sensor signal circuit and SIG GND circuit.
The voltage should be less than 1.0 volt, unless
the sensor signal circuit is shorted to voltage.
Example
EST ñ Monitor EOTV < 1.0 V If > 1.0 V, check EOT signal circuit for short to PWR.
Do Harness Resistance Check.
Short 500 ohm resistor between
1 and 2
ï If above specification, repair the short to

voltage in the sensor signal circuit. Do
Harness Resistance Check if additional
assistance is needed in diagnosing fault.
ï If within specification, and both circuits tested
okay, continue to the last step.
15. Connect the sensor and clear the DTCs, start
the engine, and cycle the accelerator pedal a few
times. If the active code remains, the sensor is at
fault. Replace the failed sensor.
Example
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
EGES-420
Sensor End Diagnostics (3-Wire) 5. Monitor the sensor voltage and verify that an
active DTC is present.
connector. ï If the code is inactive, monitor the PID
while wiggling the connector and all wires
2. Turn the ignition switch to ON. Do not start engine.
at suspected locations.
If the circuit is interrupted, the signal will spike.
4. Run Continuous Monitor session. (This session Isolate the fault and repair.
lists all engine sensors.)
ï If the code is active, continue to the next step.
6. Disconnect the sensor. Inspect the connector for
corrosion or damaged pins using the Pin Grip
7. Connect the breakout harness to the wiring
harness. Leave the sensor disconnected.
8. Monitor sensor signal voltage with EST. The
voltage should read near 0 volts with the sensor
disconnected, unless the sensor signal circuit is
shorted to power.
Figure 178 Sensor voltage
EGES-420
Example
EST ñ Monitor MAPV 0V If > 0.039 V, check MAP signal for short to PWR
ï If above specification, repair short to voltage

on sensor signal circuit.
point.
9. Use a DMM to measure voltage on the VREF
circuit. The voltage should read 5 volts, unless
VREF is open or shorted to ground, or a voltage
is greater than VREF.
Example
DMM ñ Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
2 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check.
ï If not within specification, repair open or short

in VREF circuit. Do Harness Resistance
Check if additional assistance is needed in
diagnosing fault.
ï If within specification, continue to the next test
point.
10. Short 500 ohm resistor across VREF and the
sensor signal circuit.
The voltage should read 5 volts, unless the sensor
signal circuit is open.
Example
EST ñ Monitor MAPV 5V If < 4.5 V, check MAP signal for OPEN. Do Harness
Resistance Check.
Short 500 ohm resistor harness
across 2 and 3
ï If below specification, repair open in sensor ï If within specification, continue to the next test
signal circuit. Do Harness Resistance point.
Check if additional assistance is needed
in diagnosing fault.
EGES-420
12. Use a DMM to measure resistance on the SIG

GND circuit to ground. Resistance should read
less than 5 ohms, unless the SIG GND is open.
Example
DMM ñ Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check.
1 to GND
ï If not within specification, repair open in the

SIG GND circuit. Do Harness Resistance
Check if additional assistance is needed in
diagnosing fault.
ï If within specification, and all three circuits
tested okay, continue to the last step.
13. Connect the sensor and clear the DTCs. If
the active code remains, the sensor is at fault.
Replace the failed sensor.
Example
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
EGES-420
Pin-Point Diagnostics (without

MasterDiagnosticsÆ)
1. Connect breakout harness to the engine harness.
Leave sensor disconnected.
engine.
3. Use a DMM to measure voltage on each circuit to
engine ground.
Example
Test Point Spec Comment
C to GND 5V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Do Harness
Resistance Check.
ï If the circuit is not within specification, the ï If the circuit is within specification, continue to
comment area lists possible causes or directs the next test point.
you to the next test point. Do Harness
Resistance Check if additional assistance is
needed in diagnosing fault.
EGES-420
Actuator Operational Voltage Check

This test allows you to take voltage measurements on
actuators commanded high or low.
1. Disconnect the actuator. Inspect the connector
for corrosion or damaged pins using the Pin Grip
2. Connect the breakout harness between the
engine harness and actuator.
connector.
engine.
6. Open the Actuator session. This session allows
you to monitor the state of all engine actuators.
7. Run the Actuator Test.
8. Use a DMM to measure voltage on each circuit to
engine ground.
Example
Test Point Test Spec Comment
B to GND Actuator State B+ If < B+, check actuator control circuit for short to
HIGH GND.
Actuator State LOW 7.5 V If > 7.5 V, check actuator control circuit for OPEN or
short to PWR or OPEN across coil.
ï If any circuit is not within specification, the ï If all circuits are within specification, the
comment area lists possible causes or directs actuator may not be operating mechanically.
you to the next test point.
EGES-420
Harness Resistance Check

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

or death, always disconnect main negative
battery cable first. Always connect the main
negative battery cable last.
2. Connect breakout box and breakout harness
to vehicle or engine harness. Leave ECM and
sensor or actuator disconnected.
3. Use a DMM to measure resistance on each circuit
from point to point, then to engine ground.
Example
A-85 to 1 <5Ω If > 5 Ω, check EOT signal circuit for OPEN.
A-85 to GND > 1 kΩ If < 1 kΩ, check EOT signal circuit for short to GND.
ï If the circuit is not within specification, the ï If the circuit is within specification, continue to
comment area lists possible circuit faults. the next test point.
EGES-420
Operational Voltage Check

This test shows what a normal sensor or actuator
should read at certain operating conditions. This test
is helpful in diagnosing in-range faults or intermittent
problems.
1. Connect breakout box or breakout harness
between ECM and the component being tested.
engine.
3. Open Sensor Compare session or Actuator test
session (depending on what is being tested) using
the EST with MasterDiagnosticsÆ software.
4. Verify actual sensor or actuator readings are
within specification.
Example
Test Point Condition DMM PID
APS Foot off pedal 0.64 V ± 0.5 V 0%
A to GND or Pedal to floor 3.85 V ± 0.5 V 102%
C-48 to GND
IVS Foot off pedal 0V 0V
D to GND or Pedal to floor B+ B+
C-47 to GND
EGES-420
Circuit Diagnostics
AFD Valve (Aftertreatment Fuel Drain)
DTC SPN FMI Condition

6902 8307 5 AFD valve circuit fault
6906 8306 14 AFS valve and AFD valve connections
reversed
Figure 179 Functional diagram for AFD valve
The functional diagram for the AFD valve includes the Component Location
following:
The AFD valve is integrated into the HC cut-off valve
ï Aftertreatment Control Module (ACM) which is located on the right side of the fuel filter.
ï Aftertreatment Fuel Pressure (AFP) sensor
Tools
ï AFD valve
ï Engine lamp (amber) MasterDiagnosticsÆ Software (page 447)
ï CAN (public) ï IC4 USB Interface Cable (page 447)
ï Hydrocarbon (HC) cut-off valve ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
ï Aftertreatment 2-pin Breakout Harness (page
Function
441)
The AFD valve is used to relieve the pressure from
ï 180-Pin Breakout Box (page 440)
the aftertreatment fuel system. A fuel overpressure
can occur due to fuel thermal expansion inside ï Aftertreatment Harness (page 441)
the Aftertreatment Fuel Injector (AFI) fuel supply
ï Terminal Test Adapter Kit (page 448)
line. When the fuel pressure increases, the ACM
commands the AFD to open and relieve the fuel
pressure into the fuel return line.
EGES-420
AFD Connector End Diagnostics
DTC Condition Possible Causes

6902 AFD valve circuit fault ï AFD circuit OPEN or short to GND
ï AFD circuit short to PWR
ï ACM PWR circuit OPEN
ï Failed AFD valve
6906 AFS valve and AFD valve connections ï AFS and AFD connectors reversed
reversed
Figure 180 AFD circuit diagram
1. Key ON, engine OFF.

2. Connect the EST with MasterDiagnosticsÆ
software.
3. Verify correct engine is selected and launch EST.
4. Open D_Actuator.ssn session.
Connector Voltage Check

Connect breakout harness to engine harness and leave AFD valve disconnected. Turn ignition switch ON.
Use DMM to measure voltage after 60 seconds.
1 to GND 0V If > 0 V, check for short to PWR.
2 to GND B+ If < B+, check for OPEN circuit or blown fuse. Do Harness
Resistance Check (page 212).
If measurements are within specifications, do Operational Voltage Check - Actuator Test (page 212).
EGES-420
Operational Voltage Check - Actuator Test

Connect breakout harness between AFD valve and engine harness. Run Actuator Test. Use DMM to
measure voltage. Batteries must be fully charged before performing this test.
DMM - Measure volts across pin 1 and GND
Normal state B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 212).
Actuator state LOW <2V If > 2 V, check for OPEN AFD circuit.
Actuator state HIGH >9V If < 9 V, check AFD circuit for short to GND, or failed AFD.
If measurements are within specifications, do Actuator Resistance Check (page 212).
Actuator Resistance Check

Turn ignition switch OFF. Connect breakout harness to AFD valve and leave engine harness disconnected.
Use DMM to measure resistance.
1 to 2 1 Ω to 8 Ω If not within specification, replace the HC cut-off valve.
If measurements are within specifications, do Harness Resistance Check (page 212).

Turn ignition switch OFF. Connect breakout box and breakout harness to engine harness and leave AFD
valve and ACM disconnected. Use DMM to measure resistance.

1 to GND > 1 kΩ If < 1k Ω, check for short circuit.
1 to A-1 <5Ω If > 5 Ω, check for OPEN circuit.
2 to fuse <5Ω If > 5 Ω, check for OPEN circuit.
Actuator Test 15% duty cycle. Then one by one, each actuator is
commanded to HIGH state, 80% to 100% duty cycle.
This test will not cycle the Fuel Pressure Control Valve
(FPCV) or the Exhaust Lambda Sensor (ELS) heater.
monitoring actuator movement.
This test first runs through the Engine Control Module ACM Actuators
(ECM) actuators, then the Aftertreatment Control
During the ACM portion of the actuator test, all ACM
Module (ACM) actuators, and finishes with the
actuators remain at 0% duty cycle. Then one by one,
Engine Interface Module (EIM) actuators.
each actuator is cycled on. The Aftertreatment Fuel
Supply (AFS) valve and Aftertreatment Fuel Drain
ECM Actuators
(AFD) valve are commanded to 100%, then drop
During the ECM portion of the actuator test, all ECM to 66%. The Aftertreatment Fuel Injector (AFI) is
actuators are commanded to LOW state, 8% to
EGES-420
commanded to a low duty cycle measured in seconds ï EIM actuators:

from 0 (off) to 0.1 (on).
ï Cold Start Relay (CSR)
EIM Actuators ï Cold Start Solenoid (CSS) valve
During the EIM portion of the actuator test, the ï Electronic Fan Control (EFAN)
actuators cycle simultaneously. Fan Control Status
ï ACM actuators:
is 1 (on), then cycles to 0 (off). The Cold Start Relay
(CSR) and Cold Start Solenoid (CSS) is 0 (off), then ï Aftertreatment Fuel Drain (AFD) valve
cycles to 1 (on).
NOTE: When the Actuator Test is running, the sensor
monitoring Parameter Identifiers (PIDs) are turned off.
This test cycles the following actuators:
ï ECM actuators:
ï Exhaust Gas Recirculation (EGR) control
valve
EGES-420
AFI (Aftertreatment Fuel Injector)

6900 8305 12 AFI circuit fault
Figure 181 Functional diagram for AFI
The functional diagram for the AFI includes the Component Location
following:
The AFI is located on the right side of the engine and
ï Aftertreatment Control Module (ACM) is installed on the turbo exhaust pipe after the Exhaust
Lambda Sensor (ELS).
ï Aftertreatment/Regen calibration Tools
ï AFI ï Electronic Service Tool (EST) with
MasterDiagnosticsÆ Software (page 447)
ï CAN (public)
ï IC4 USB Interface Cable (page 447)
ï Engine lamp (amber)
ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
ï Hydrocarbon (HC) cut-off valve
Function 441)
Pressurized fuel is supplied to the AFI from the HC ï 180-Pin Breakout Box (page 440)
cut-off valve through the fuel filter housing assembly.
ï Aftertreatment Harness (page 441)
When the conditions required for regeneration are
met, the ACM sends voltage to the AFI to open and ï Terminal Test Adapter Kit (page 448)
inject fuel into the turbo exhaust pipe.
EGES-420
AFI Connector End Diagnostics

6900 AFI circuit fault ï AFI circuit fault
ï Failed AFI
Figure 182 AFI circuit diagram

software.

Connect breakout harness to engine harness and leave AFI disconnected. Turn ignition switch ON. Use
DMM to measure voltage.
1 to GND B+ If < B+, check for OPEN circuit or short to GND. Do Harness
2 to GND B+ If < B+, check for OPEN circuit or short to GND. Do Harness
EGES-420

Connect breakout harness between AFI and engine harness. Run Actuator Test. Use DMM to measure
voltage. Batteries must be fully charged before performing this test.
Check (page 216).
Actuator state LOW 8 V +/- 1 V If > 2 V, check for OPEN AFI circuit.
Actuator state HIGH > 10 V If < 10 V, check AFI circuit for short to GND, or failed AFI.

Turn ignition switch OFF. Connect breakout harness to AFI and leave engine harness disconnected. Use
DMM to measure resistance.
1 to 2 <2Ω If not within specification, replace the AFI.

Turn ignition switch OFF. Connect breakout box and breakout harness to engine harness and leave AFI and
ACM disconnected. Use DMM to measure resistance.

1 to GND > 1 kΩ If < 1k Ω, check for short to GND.
Actuator Test 15% duty cycle. Then one by one, each actuator is
This test first runs through the Engine Control Module ACM Actuators
ECM Actuators
During the ECM portion of the actuator test, all ECM to 66%. The Aftertreatment Fuel Injector (AFI) is
EGES-420
commanded to a low duty cycle measured in seconds ï EIM actuators:

EIM Actuators ï Cold Start Solenoid (CSS) valve
During the EIM portion of the actuator test, the ï Electronic Fan Control (EFAN)
ï ACM actuators:
(CSR) and Cold Start Solenoid (CSS) is 0 (off), then ï Aftertreatment Fuel Drain (AFD) valve
cycles to 1 (on).
ï ECM actuators:
valve
EGES-420
AFP Sensor (Aftertreatment Fuel Pressure)

5558 7314 4 AFP VREF out-of-range
5560 7310 4 AFP signal out-of-range LOW
5561 7310 3 AFP signal out-of-range HIGH
Figure 183 Functional diagram for the AFP sensor
The functional diagram for the AFP sensor includes Sensor Location
the following:
The AFP sensor is integrated into the Hydrocarbon
ï Aftertreatment Control Module (ACM) (HC) cut-off valve which is located on the right side
of the fuel filter.
Tools
ï AFP sensor
ï CAN (public)
ï 3-Banana Plug Harness (page 439)
ï Hydrocarbon (HC) cut-off valve
ï 500 Ohm Resistor Harness (page 441)
Function ï 180-Pin Breakout Box (page 440)
The AFP sensor monitors the fuel pressure in the ï Aftertreatment Harness (page 441)
aftertreatment fuel system and provides a feedback
ï Aftertreatment Fuel Pressure Breakout Harness
signal to the ACM.
(page 442)
EGES-420
AFP Sensor End Diagnostics

5558 AFP VREF out-of-range ï AFP VREF circuit shorted or OPEN
5560 AFP signal out-of-range LOW ï AFP signal circuit OPEN or short to GND
ï Failed AFP sensor
5561 AFP signal out-of-range HIGH ï AFP signal circuit short to PWR
ï Failed AFP sensor
Figure 184 AFP circuit diagram
1. Using the EST, open the ï If DTC is active, proceed to the next step.
D_ContinuousMonitor.ssn.
3. Disconnect engine harness from sensor. Inspect
2. Monitor sensor voltage. Verify an active connectors for damaged pins, corrosion, or loose
Diagnostic Trouble Code (DTC) for the sensor. pins using the Pin Grip Inspection (page 199).
Repair if necessary.
ï If DTC is inactive, monitor the Parameter
Identifier (PID) while wiggling the connector 4. Connect breakout harness to engine harness.
and all wires at the suspected location. If the Leave sensor disconnected.
circuit is interrupted, the PID spikes and the
DTC goes active.
EGES-420
Sensor Circuit Check

Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to monitor
PIDs and DMM to measure voltage.
EST ñ Monitor AFPv 0V If > 0.25 V, check AFP signal circuit for short to PWR
DMM ó Measure volts 5.0 V +/- 0.5 V If > 5.5 V, check VREF for short to PWR.
Harness Resistance Checks (page 222).
EST ñ Monitor AFPv 5V If < 4.5 V, check AFP signal circuit for OPEN. Do Harness
Resistance Checks (page 222).
Short across breakout
harness pins 1 and 3
DMM ó Measure 5 v +/- 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Checks (page 222).
1 to 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace HC
cut-off valve.
EGES-420
AFP Pin-Point Diagnostics
Figure 185 AFP circuit diagram

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
1 to GND 5V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Do
2 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
3 to GND 0V If > 0.25 V, check AFP for short to PWR
Connector Resistance Check to GND

Turn ignition switch to OFF. Connect breakout harness. Leave sensor disconnected. Use DMM to measure
resistance.
1 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
2 to GND <5Ω If > 5 Ω, check for OPEN circuit. Do Harness Resistance
Checks (page 222).
EGES-420

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ACM and AFP
sensor disconnected. Use DMM to measure resistance.
1 to B-24 <5Ω If > 5 Ω, check VREF signal circuit for OPEN.
2 to B-1 <5Ω If > 5 Ω, check SIG RTN circuit for OPEN.
3 to B-23 <5Ω If > 5 Ω, check AFP circuit for OPEN.
AFP Circuit Operation is grounded at Pin 2 from ACM Pin B-1 and returns a
variable voltage signal from Pin 3 to ACM Pin B-23.
The AFP sensor is a pressure sensor that is supplied
with 5 volts at Pin 1 from ACM Pin B-24. The sensor
EGES-420
AFS Valve (Aftertreatment Fuel Supply)

6901 8306 5 AFS Valve circuit fault
6906 8306 14 AFS valve and AFD valve connections
reversed
Figure 186 Functional diagram for AFS valve
The functional diagram for the AFS valve includes the Component Location
following:
The AFS valve is integrated into the HC cut-off valve
ï Aftertreatment Control Module (ACM) which is located on the right side of the fuel filter.
ï Aftertreatment Fuel Pressure (AFP) Sensor
Tools
ï Aftertreatment/Regen calibration
ï AFS valve MasterDiagnosticsÆ Software (page 447)
ï CAN (public) ï IC4 USB Interface Cable (page 447)
ï Engine lamp (amber) ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
ï Hydrocarbon (HC) cut-off valve ï Aftertreatment 2-pin Breakout Harness (page
441)
Function
The AFS valve controls the fuel supply to the AFI when
regeneration is required. The AFS valve is controlled
by the ACM. ï Terminal Test Adapter Kit (page 448)
EGES-420
AFS Valve Connector End Diagnostics

6901 AFS Valve circuit fault ï AFS signal circuit fault
ï Failed AFS valve
6906 AFS valve and AFD valve connections ï AFS and AFD connectors reversed
reversed
Figure 187 AFS circuit diagram

software.

Connect breakout harness to engine harness and leave AFS valve disconnected. Turn ignition switch ON.
2 to GND B+ If < B+, check for OPEN circuit or blown fuse. Do Harness
Resistance Check (page 225)
EGES-420

Connect breakout harness between AFS valve and engine harness. Run Actuator Test. Use DMM to
Check (page 225).
Actuator state LOW <2V If > 2 V, check for OPEN AFS circuit.
Actuator state HIGH >9V If < 9 V, check AFS circuit for short to GND, or failed AFS
valve.

Turn ignition switch OFF. Connect breakout harness to AFS valve and leave engine harness disconnected.
1 to 2 1 Ω to 8 Ω If not within specification, replace the HC cut-off valve.

Turn ignition switch OFF. Connect breakout box and breakout harness to engine harness and leave AFS
valve and ACM disconnected. Use DMM to measure resistance.

2 to fuse <5Ω If > 5 Ω, check for OPEN circuit.
Actuator Test ECM Actuators

The actuator test allows a technician to test the During the ECM portion of the actuator test, all ECM
actuators by measuring voltage changes and visually actuators are commanded to LOW state, 8% to
monitoring actuator movement. 15% duty cycle. Then one by one, each actuator is
This test first runs through the Engine Control Module
ACM Actuators
EGES-420
Supply (AFS) valve and Aftertreatment Fuel Drain This test cycles the following actuators:
ï ECM actuators:
to 66%. The Aftertreatment Fuel Injector (AFI) is
commanded to a low duty cycle measured in seconds ï Intake Throttle Valve (ITV)
EIM Actuators ï Exhaust Gas Recirculation (EGR) control
valve
During the EIM portion of the actuator test, the
actuators cycle simultaneously. Fan Control Status ï Coolant Mixer Valve (CMV)
(CSR) and Cold Start Solenoid (CSS) is 0 (off), then
cycles to 1 (on). ï EIM actuators:
NOTE: When the Actuator Test is running, the sensor ï Cold Start Relay (CSR)
ï Cold Start Solenoid (CSS) valve
ï Electronic Fan Control (EFAN)
ï ACM actuators:
EGES-420
AFT System (Aftertreatment)

2687 8302 1 DPF low flow resistance
2698 3251 0 DPF high restriction
2773 8303 10 DOC unable to reach regen temp
2774 8303 1 DOC efficiency ñ AFI low flow
3787 8326 2 DPF cleanliness test ñ soot level too high
5559 7310 2 AFP sensor failed ambient pressure test
6814 3242 7 EGT2 Temp above maximum severe
6817 3245 7 EGT3 Temp above maximum severe
6905 8306 7 Aftertreatment fuel leak: fuel line, AFD, or AFI
6910 8307 12 AFD valve fail to open
6912 8308 7 AFP above normal with AFS closed
6913 7310 7 AFP above normal with AFD open
6914 7310 1 AFP below normal during DPF regen
Figure 188 Functional diagram for AFT System
EGES-420
The functional diagram for the AFT System includes ï Vehicle Speed Sensor (VSS)
the following:
ï Driveline Disconnect Switch (DDS)
ï Power Takeoff (PTO)
Function
The AFT System is designed to decrease the exhaust
particulate emissions leaving the tailpipe. The DPF
ï Engine Control Module (ECM) captures particulate matter (soot) and ash from the
exhaust. Eventually soot and ash exceeds DPF
ï Diesel Oxidation Catalyst (DOC)
capacity and must be removed. Soot build-up is
ï Diesel Particulate Filter (DPF) removed by heating the filter until the soot turns into
carbon dioxide gas. This is the DPF regeneration
ï Exhaust Gas Temperature 1 (EGT1) sensor
process. Ash build-up is periodically removed from
ï Exhaust Gas Temperature 2 (EGT2) sensor the filter by a special cleaning machine.
ï Exhaust Gas Temperature 3 (EGT3) sensor Tools
ï Exhaust Gas Differential Pressure (EGDP) sensor ï Electronic Service Tool (EST) with
ï Warning lamps
ï AFT regen switch
ï Accelerator Position Sensor (APS)/Idle Validation
Switch (IVS)
EGES-420
AFT System Diagnostics

2687 DPF low flow resistance ï Exhaust leak before DPF
ï Leaking or reversed EGDP sensor
hoses
ï Failed DPF (open flow)
ï Biased EGDP sensor or circuit
2698 DPF high restriction ï DPF needs to regenerate
2773 DOC unable to reach regen temp ï Failed DOC
2774 DOC efficiency ñ AFI low flow ï AFI injection fault
3787 DPF cleanliness test ñ soot level too high ï DPF soot load too high
ï DPF service required
5559 AFP sensor failed ambient pressure test ï Biased circuit or AFP sensor
ï Open AFS valve
ï Closed AFD sensor
6814 EGT2 temp above maximum severe ï EGT2 above 800∞C (1472∞F) for 10
seconds
ï Over-fueling
ï Plugged DPF or exhaust system
ï Biased EGT2 sensor or circuit
6817 EGT3 temp above maximum severe ï EGT3 above 800∞C (1472∞F) for 10
seconds
ï Over-fueling
ï Plugged DPF or exhaust system
ï Biased EGT3 sensor or circuit
6905 Aftertreatment fuel leak: fuel line, AFD, or AFI ï Leaking fuel line
ï AFS valve fault
ï AFD valve fault
ï Biased AFP sensor or circuit
6910 AFD valve fail to open ï AFD valve or circuit fault
6912 AFP above normal with AFS closed ï AFS valve or circuit fault
EGES-420
6913 AFP above normal with AFD open ï AFD valve or circuit fault
6914 AFP below normal during DPF regen ï Fuel pressure below 296 kPa (43 psi)
for 5 seconds during regen
ï AFD valve or circuit fault
ï AFS valve or circuit fault
Alert Levels of DPF Soot Loading

There are four indication levels that the DPF is accumulating a level of soot and needs to be cleaned, each
with an increasing urgency for action.
Levels Conditions Action
Regeneration lamp on solid Exhaust regeneration required Drive on highway at highway
speeds so the system can go
into active regeneration.
OR
Start a parked regeneration to
prevent loss of power.
Regeneration lamp flashing DPF is full Pull vehicle safely off of the road
and start a parked regeneration to
prevent loss of power.
Regeneration lamp flashing DPF is full Pull vehicle safely off of the road
Warn Engine lamp on solid engine performance is limited and start a parked regeneration to
Audio alarm beeps 5 times every prevent engine stopping.
minute
Regeneration lamp flashing DPF is overfull Pull vehicle safely off of the road,
Engine STOP lamp on solid engine may shutdown soon turn on flashers, place warning
Audio alarm beeps continuously devices and STOP ENGINE, DO
NOT USE parked regeneration.
Call for service.
When the High Exhaust System Temperature lamp is illuminated, the exhaust temperature is above 400∞C
(750∞F) and a regeneration could be in process.
EGES-420
DTC 2687 ñ DPF low flow resistance

DTC 2687 is set when the measured DPF differential pressure is less than a minimum value for a certain
exhaust flow rate.
Pin-Point AFT System Fault
1. Inspect exhaust and EGDP sensor for damage. Check for leaks in exhaust or EGDP sensor hose.
Check that EGDP sensor hoses are not reversed.
2. Check for active EGDP sensor DTCs. See EGDP Sensor (Exhaust Gas Differential Pressure) (page
322) in this section of the manual.
3. Check for high exhaust back pressure due to a plugged DOC. See ìAppendix A: Performance
Specificationsî in this manual for maximum EBP.
4. Check for damaged DPF. Remove and inspect for cracks that could allow exhaust gas to bypass the
filter.
DTC 2698 ñ DPF high restriction

DTC 2698 is set when the measured DPF differential pressure exceeds a maximum value for a certain
exhaust flow rate.
1. Check for active DTCs that could prevent AFT system regeneration.
2. Do a Parked Regeneration. See Manual Parked Regeneration (page 235) in this section.
3. If unable to do a parked regeneration, use the EST and run the Aftertreatment (AFT) Cleanliness
Test (page 173) in the ìPerformance Diagnosticsî section of this manual.
DTC 2773 ñ DOC unable to reach regen temp

DTC 2773 is set when the EGT2 sensor is not heating up during a fuel injected regen. EGT3 is heating up
indicating that fuel is not igniting until it reaches the DPF.
2. Check all Exhaust Gas Temperature sensors for in-range biased signal. See ìAppendix A:
Performance Specificationsî in this manual.
3. Check for engine performance problems.
4. Test Aftertreatment (AFT) System for faults. Run the Aftertreatment Fuel Injector (AFI) Flow Test
(page 174) in the ìPerformance Diagnosticsî section of this manual.
5. Check for damaged DOC. Remove and inspect for damage.
EGES-420
DTC 2774 ñ DOC efficiency - AFI low flow

DTC 2774 is set when the EGT2 and EGT3 sensors are not warming up during a fuel injected regen.
2. Check all Exhaust Gas Temperature sensors for in-range biased signal. See ìAppendix A:
Performance Specificationsî in this manual.
3. Check for engine performance problems.
DTC 3787 ñ DPF cleanliness test - soot level too high

DTC 3787 is set when the DPF soot level has reached its set limit.
1. Remove and service the DPF.
DTC 5559 ñ AFP sensor failed ambient pressure test

DTC 5559 is set when the AFP signal is not changing with the system in operation.
1. Check for biased AFP sensor or circuit.
2. Check for active AFD or AFS DTCs. See AFD Valve (Aftertreatment Fuel Drain) (page 210) and
AFS (Aftertreatment Fuel Supply) Valve (page 223) in this section.
3. Run Aftertreatment (AFT) System Leak Test (page 175) and Aftertreatment Fuel Supply (AFS)
Valve Leak Test (page 177) while monitoring AFP PID in the ìPerformance Diagnosticsî section
of this manual.
DTC 6814 ñ EGT2 temp above maximum severe

DTC 6814 is set when the DOC outlet temperature exceeds the safe maximum temperature for more
than 10 seconds.
1. Check engine performance and verify engine is not over-fueling.
2. Check for damaged DPF. Remove and inspect for blockage.
3. Check for active EGT2 sensor DTCs. See EGT2 Sensor (Exhaust Gas Temperature 2) (page
4. Check for active EGR control valve faults or DTCs. See EGR Control Valve (Exhaust Gas
Recirculation) (page 327) in this section.
5. Check for active ITV faults or DTCs. See ITV (Intake Throttle Valve) Actuator (page 410) in this
section.
EGES-420
DTC 6817 ñ EGT3 temp above maximum severe

DTC 6817 is set when the DPF outlet temperature exceeds the safe maximum temperature for more
than 10 seconds.
1. Check engine performance and verify engine is not over-fueling.
2. Check for other active DTCs that would cause an over-fueling issue.
3. Check EGT3 sensor for a biased signal. See EGT3 Sensor (Exhaust Gas Temperature 3) (page
DTC 6905 ñ Aftertreatment fuel leak: fuel line, AFD, or AFI

DTC 6905 is set when the AFS is opened yet the pressure in the aftertreatment fuel system does not
build up as expected.
AFS Valve (Aftertreatment Fuel Supply) (page 223) in this section.
of this manual.
DTC 6910 ñ AFD valve fail to open

DTC 6910 is set when the ACM detects that the driver output for the AFD valve is opened or shorted.
of this manual.
EGES-420
DTC 6912 ñ AFP above normal with AFS closed

DTC 6912 is set when the ACM fails its internal system leak test (which happens once per key-cycle
or on demand from the service tool), or if the pressure in the system rises when the AFS is not being
commanded open.
of this manual.
DTC 6913 ñ AFP above normal with AFD open

DTC 6913 is set when the AFP signal is above normal with the AFD valve open.
2. Check for active AFD DTCs. See AFD Valve (Aftertreatment Fuel Drain) (page 210) in this section.
3. Run Aftertreatment (AFT) System Leak Test (page 175) while monitoring AFP PID in the
ìPerformance Diagnosticsî section of this manual.
DTC 6914 ñ AFP below normal during DPF regen

DTC 6914 is set when the AFP signal is below 234 kPa (34 psi) during a fuel injected regen.
of this manual.
AFT System Operation Automatic regeneration occurs when driving. The

operator is not required to do anything to start
When driving at high speeds or with heavy loads, the
regeneration.
exhaust temperature is hot enough to convert the soot
to ash. Automatic regeneration is not possible during frequent
stops or low operating speeds. If a regeneration
When driving at lower speeds or lighter loads, the
is required in these conditions, a manual parked
exhaust temperature is typically not hot enough to
regeneration must be done.
convert the soot to ash. In these situations, the engine
control system increases the exhaust temperature
and the particulate matter can be converted to ash.
EGES-420
Active Rolling Regeneration

When the Engine Control Module (ECM) determines the DPF needs to be regenerated, the aftertreatment
lamp illuminates. The ECM controls the engine operation to increase exhaust temperature. This enables the
DPF to convert accumulated particulate matter to ash.
The following entry conditions are required for active rolling regeneration:
ï No disabling DTCs 1741, 1742, or 2674
ï ECT above 75∞C (170∞F)
ï PTO not active; Standby mode OK
ï Inhibit regeneration switch not active
ï EGT1 below 500∞C (932∞F)
Manual Parked Regeneration

Manual parked regeneration occurs when the operator requests the control system to do a stationary
regeneration. Exhaust temperature is increased and particulate matter is converted to ash.
The following entry conditions are required for manual parked regeneration:
ï DPF lamp ON, signaling need to regenerate
ï No disabling DTCs 1114, 1115, 1141, 1142, 1311, 1312, 1741, 1742, or 2674
ï Engine running
ï Vehicle speed below 2 mph (3 km/h)
ï Parking brake must be set
ï Brake pedal not pressed
ï Accelerator pedal not pressed
ï PTO not active
ï Driveline disengaged
ï AFT regen switch in OFF position
ï EGT2 and EGT3 below 500∞C (932∞F)
EGES-420
Manual Parked Regeneration Procedure
WARNING: To prevent personal injury or death, make certain vehicle is safely off roadway and
away from people, flammable materials or structures, as the regeneration process creates elevated
exhaust temperatures that can cause a fire.
To start parked regeneration (cleaning) of exhaust DPF, do the following steps:
1. Park the vehicle safely off the road and away from flammable materials and vapors.
2. Before starting parked regeneration (using AFT regen switch), the following conditions must be in
place:
ï Parking brake must be set
ï Transmission must be in neutral or park
ï Engine coolant temperature must be a minimum of 71∞C (160∞F)
ï Accelerator, foot brake, or clutch pedal (if equipped) must not be pressed
3. Press the AFT regen switch to the ON position to initiate the regeneration cycle.
The engine speed automatically ramps up to a preset rpm. The AFT regen switch indicator
illuminates when the cycle has started. If the indicator is blinking, verify all conditions in Step 2 are
met. If the AFT regen switch continues blinking, press the switch again.
The regeneration cycle lasts approximately 20 minutes.
4. When the regeneration cycle is complete, the AFT regen switch turns off. The engine rpm returns
to normal idle and all exhaust filter indicators turn off. The vehicle is now ready for normal driving
operation.
Diesel Oxidation Catalyst (DOC) reset the DPF monitors after a DPF has been serviced
or replaced.
The DOC converts fuel to heat for DPF regeneration.
AFT Regen Switch
Diesel Particulate Filter (DPF)
The AFT regen switch enables the operator to request
The DPF filters and stores particulate matter (soot)
a stationary regeneration for the DPF.
and ash (non-combustibles) from leaving the tailpipe.
Inhibit Regeneration Switch (optional)
Regeneration
The inhibit regeneration switch enables the operator
Regeneration is the process of converting particulate
to cancel and prevent a DPF regeneration.
matter trapped in the DPF to ash.
DPF Soot Loading Percentage
Passive Rolling Regeneration
ECM calculation of the soot level in DPF.
Passive rolling regeneration occurs when the engine
provides sufficient temperature through the exhaust
DPF Ash Loading Percentage
gases to convert the particulate matter to ash.
ECM calculation of the ash level in DPF.
AFT Cleanliness Test (EST enabled)
DPF Status Lamp
The on-board cleanliness test forces the system into
a manual regeneration and measures DPF ash/soot The DPF status lamp provides information on need
levels before and after the test. This test is required to to regenerate the DPF. Several levels of status are
EGES-420
available. The lamp changes states from OFF, to solid High Exhaust System Temperature Indicator
ON to flashing. The lamp is used in combination with (HEST)
the check engine and stop engine lamps.
The HEST alerts the operator when the exhaust
temperature is elevated above 400∞C (750∞F). This
may or may not be due to DPF regeneration.
EGES-420
AMS (Air Management System)

1166 105 0 MAT temperature above maximum
2351 7129 1 EBP below desired level
2352 7129 0 EBP above desired level
2357 7129 7 Retarder control valve unable to achieve desired EBP
6258 102 7 Boost below desired
Figure 189 Functional diagram for AMS
EGES-420
The functional diagram for AMS includes the following: ï Diesel Oxidation Catalyst (DOC) ñ aftertreatment
ï Air filter assembly ï Diesel Particulate Filter (DPF) ñ aftertreatment
Function
ï Low Pressure Charge Air Cooler (LPCAC)
The AMS monitors intake air temperature and
ï High pressure turbocharger pressure relative to the BAP, which is internal to
the ECM. The ECM interprets the inputs from the
ï High Pressure Charge Air Cooler (HPCAC)
various sensors and correspondingly adjusts the
ï Intake Throttle Valve (ITV) fuel injection, the EGR, the BCS, and the ITV for
maximum performance and fuel economy under the
ï Air inlet duct
current conditions.
ï Cold start assist
Tools
ï Exhaust and intake valves
ï Exhaust Gas Recirculation (EGR) system MasterDiagnosticsÆ Software (page 447)
ï Exhaust system ï IC4 USB Interface Cable (page 447)
ï Engine retarder exhaust manifold with butterfly
EGES-420
AMS System Diagnostics

1166 MAT temperature above maximum ï Biased MAT sensor or circuit
ï EGR system or circuit fault
ï ITV or circuit fault
2351 EBP below desired level ï Exhaust leakage
ï Failed turbochargers
ï Biased EBP circuit
ï Retarder control failure
2352 EBP above desired level ï Exhaust restriction
ï Plugged DPF
ï Biased EBP circuit
2357 Retarder control valve unable to ï Exhaust leak
achieve desired EBP
ï Failed DPF
ï Failed turbocharger
ï Low engine performance
6258 Boost below desired ï Engine performance issue
ï Engine mechanical failure
ï Low fuel pressure
ï Failed turbochargers
ï EGR stuck open
ï Biased MAP/IAT2 sensor or circuit
ï ITV or circuit fault
DTC 1166 - MAT temperature above maximum

DTC 1166 is set when the MAT temperature rises above 80∞C (176∞F) at normal operation, or 90∞C (194∞F)
with the retarder control activated.
Pin-point AMS System Fault
1. Check for biased MAT sensor or circuit. See Sensor Compare (page 160) in the ìPerformance
EGES-420
DTC 1166 - MAT temperature above maximum (cont.)
section.
DTC 2351 - EBP below desired level

DTC 2351 is set when the ECM has determined that the exhaust back pressure is lower than normal.
1. Inspect exhaust system for leakage.
2. Check for EBP circuit fault and for biased EBP sensor or circuit. See Sensor Compare (page 160) in
the ìPerformance Diagnosticsî section of this manual.
3. Check for active retarder control faults or DTCs. See Retarder Control (page 425) in this section.
DTC 2352 - EBP above desired level

DTC 2352 is set when the ECM has determined that the exhaust back pressure is higher than normal.
1. Inspect exhaust system for any restrictions or DPF restriction. See Exhaust System in the
ìPerformance Diagnosticsî section of this manual. Do a Parked Regeneration. See Manual Parked
Regeneration (page 235) in this section.
2. Check for EBP circuit fault and for biased EBP sensor or circuit. See Sensor Compare (page 160) in
the ìPerformance Diagnosticsî section of this manual.
DTC 2357 - Retarder control valve unable to achieve desired EBP

DTC 2357 is set when the ECM has determined that the exhaust back pressure is below normal.
1. Inspect exhaust system for any leaks.
2. Inspect DPF and DOC for any leaks
3. Inspect the turbochargers and Charge Air Coolers (CACs) for damage. See Charge Air Cooler
(CAC) System (page 154) in the ìPerformance Diagnosticsî section of this manual.
4. Check for engine performance issues. See the ìPerformance Diagnosticsî section of this manual
section.
EGES-420
DTC 6258 - Boost below desired

DTC 6258 is set when the boost pressure is not within a certain range of the boost pressure set point
(inability to meet the boost pressure set point).
1. Check for engine performance issues. See the ìPerformance Diagnosticsî section of this manual.
2. Inspect the turbochargers and Charge Air Coolers (CACs) for damage. See Charge Air Cooler
(CAC) System (page 154) in the ìPerformance Diagnosticsî section of this manual.
3. Check for low fuel pressure. See Low Pressure Fuel System (page 137) in the ìHard Start and
No Start Diagnosticsî section of this manual.
4. Inspect turbochargers for damage.
6. Check for active MAP/IAT2 sensor faults or DTCs. See MAP/IAT2 Sensor (Manifold Absolute
Pressure/Intake Air Temperature 2) (page 416) in this section.
section.
EGES-420
APS/IVS (Accelerator Position Sensor/Idle

Validation Switch)

1129 91 0 APS VREF out-of-range HIGH
1130 91 1 APS VREF out-of-range LOW
1131 91 4 APS signal out-of-range LOW
1132 91 3 APS signal out-of-range HIGH
1133 91 2 APS in-range fault
1134 91 7 APS and IVS disagree
1135 558 11 IVS signal fault
Figure 190 Functional diagram for the APS/IVS
The functional diagram for the APS/IVS includes the Function

following:
The APS/IVS sensor is controlled by the operator. The
ï APS/IVS ECM uses this sensor to control engine acceleration
based off of the operatorís demand for power.
ï Engine Interface Module (EIM)
ï Engine lamp (amber) Sensor Location
ï Engine rpm and torque calibration The APS/IVS sensor is installed in the cab on the
accelerator pedal.
EGES-420
Tools ï 3-Banana Plug Harness (page 439)

ï Electronic Service Tool (EST) with ï 96-Pin Breakout Box ñ DLC II (page 440)
ï APS/IVS Sensor Breakout Harness (page 442)
EGES-420
APS/IVS Sensor End Diagnostics

1129 APS VREF out-of-range HIGH ï VREF circuit shorted to PWR
ï Failed sensor
1130 APS VREF out-of-range LOW ï VREF circuit OPEN or shorted to GND
ï Failed sensor
1131 APS signal out-of-range LOW ï APS signal OPEN or shorted to GND
ï Failed sensor
1132 APS signal out-of-range HIGH ï APS signal shorted to VREF or PWR
ï SIG RTN circuit OPEN
ï Failed sensor
1133 APS in-range fault ï Circuit fault
ï Failed sensor
1134 APS and IVS disagree ï Circuit fault
ï Failed sensor
1135 IVS signal fault ï IVS circuit OPEN or shorted to GND
ï IVS circuit shorted to PWR
ï Failed sensor
Figure 191 APS/IVS circuit diagram
1. Using the EST, open the

D_ContinuousMonitor.ssn.
EGES-420
2. Monitor sensor voltage. Verify an active

Diagnostic Trouble Code (DTC) for the sensor.
and all wires at suspected location. If the
DTC goes active.
ï If DTC is active, proceed to the next step.
connectors for damaged pins, corrosion, or loose
pins using the Pin Grip Inspection (page 199).
4. Connect Breakout Harness to engine harness.

Connect breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to verify
correct DTC becomes active when corresponding fault is induced. Use DMM to measure circuits.
EST ñ Check DTC DTC 1131 If DTC 1132 is active, check APS signal for short to PWR.
DMM ñ Measure volts 5 V +/ñ 0.5 V If > 5.5 V, check VREF for short to PWR.
C to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
EST ñ Check DTC DTC 1132 If DTC 1131 is active, check APS signal for OPEN. Do
harness pins A and C
DMM ñ Measure < 5Ω If > 5Ω, check SIG GND for OPEN. Do Harness Resistance
resistance Checks (page 248).
B to GND
DMM ñ Measure 0V If > 0.25 V, check IVS circuit for short to PWR.
voltage
D to GND
DMM ñ Measure B+ If < B+, check for OPEN circuit or blown fuse.
voltage
F to GND
If checks are within specification, connect sensor, clear DTCs, and cycle the accelerator pedal a few times.
If active code returns, replace APS/IVS sensor.
EGES-420
APS/IVS Pin-Point Diagnostics
Figure 192 APS/IVS circuit diagram

voltage.
A to GND 0V If > 0.25 V, check for short to PWR.
B to GND 0V If > 0.25 V, check for short to PWR.
C to GND 5V If > 5.5 V, check VREF for short to PWR.
D to GND 0V If > 0.25 V, check for short to PWR.
F to GND B+ If < B+, check for OPEN or blown fuse.

resistance.
A to GND > 1 kΩ If < 1 kΩ, check for short to GND.
B to GND <5Ω If > 5 Ω, check for OPEN circuit.
C to GND > 1 kΩ If < 1 kΩ, check for short to GND.
D to GND 500 Ω to 600 Ω If < 500 Ω, check for short to GND.
F to GND > 1 kΩ If < 1 kΩ, check for short to GND.
EGES-420

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave Engine Interface
Module (EIM) and sensor disconnected. Use DMM to measure resistance.
A to X4-18 <5Ω If > 5 Ω, check APS signal circuit for OPEN.
B to X4-24 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
C to X4-4 <5Ω If > 5 Ω, check VREF circuit for OPEN.
D to X4-23 <5Ω If > 5 Ω, check IVS signal circuit for OPEN.
F to Fuse <5Ω If > 5 Ω, check PWR circuit for OPEN.
X4-4 to X4-15 1 - 1.5 kΩ If not within specification, replace resistor.

Connect breakout box or breakout harness between EIM and sensor. Turn ignition switch ON. Use DMM to
measure voltage and EST to read PID.
Test Point Condition DMM PID
APS Foot off pedal 0.64 V ± 0.5 V 0%
A to GND or Pedal to floor 3.85 V ± 0.5 V 100%
X4-18 to GND
IVS Foot off pedal 0V Low idle
D to GND or Pedal to floor B+ Off idle
X4-23 to GND
EGES-420
APS/IVS Circuit Operation Fault Detection / Management

The APS/IVS is integrated into one component and When the key is on, the EIM continuously monitors
mounted on the pedal. The APS/IVS switch can be the APS/IVS circuits for expected voltages. It also
replaced without replacing the complete assembly. compares the APS and IVS signals for conflict. If a
conflict occurs, the EIM sets a DTC.
The EIM determines accelerator pedal position by
processing input signals from the APS and the IVS. Any malfunction of the APS/IVS sensor circuit
illuminates the amber engine lamp. If the EIM
APS detects an APS signal out of range HIGH or LOW, the
engine ignores the APS signal and operates at low
The APS is a potentiometer sensor that is supplied
idle. If a disagreement in the state of IVS and APS is
with a 5 V reference voltage at Pin C from EIM Pin
detected by the EIM and the EIM determines that it is
X4-4 and is grounded at Pin B from EIM Pin X4-24.
an IVS fault, the EIM only allows a maximum of 50%
The sensor returns a variable voltage signal from Pin
APS to be commanded. If the EIM cannot discern
A to EIM Pin X4-18.
if it is an APS or IVS fault, the engine is allowed to
operate at low idle only.
IVS
The IVS is an ON/OFF switch that is supplied B+ on Diagnostic Trouble Codes (DTCs)
Pin F from the PWR fuse. The switch sends an ON or
NOTE: If multiple APS/IVS DTCs are present, verify
OFF idle voltage signal from Pin D to EIM Pin X4-23.
that the APS/IVS part number is correct for the specific
vehicle model.
APS Auto-Calibration
NOTE: If elevated low idle rpm is experienced after
The EIM auto-calibrates the APS signal every time the
replacing the pedal assembly or APS/IVS sensor, and
ignition key is turned on. The EIM learns the lowest
there are no DTCs present, check pedal assembly or
and highest pedal positions allowing for maximum
APS/IVS sensor part numbers for correctness.
pedal sensitivity. When the key is turned off, this
information is lost until the next key cycle where the
process is repeated. No accelerator pedal adjustment
is needed with this feature.
EGES-420
ATA Datalink (American Trucking Association)

None No communication with TCM
Figure 193 Functional diagram for ATA
The functional diagram for ATA includes the following: connector is located under the dash on the driverís
side.
Tools
ï Transmission Control Module (TCM)
ï Vehicle diagnostic connector
Function ï IC4 USB Interface Cable (page 447)
The ATA datalink provides communication between ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
the EIM and an ATA compatible TCM. The EST tool
can access this datalink at the vehicle diagnostic
connector. ï 96-Pin Breakout Box ñ DLC II (page 440)
Location
The ATA circuits are connected to the EIM, TCM and
vehicle diagnostic connector. The vehicle diagnostic
EGES-420
ATA Pin-Point Diagnostics

None No communication with EST ï B+ circuit OPEN or shorted to GND
ï GND circuit OPEN
ï ATA circuits OPEN or shorted to PWR or GND
Figure 194 ATA circuit diagram
Connector Voltage Check - EST

Turn ignition switch to ON. Use DMM to measure voltage.
B to GND B+ If < B+, check B+ circuit to vehicle diagnostic connector for
OPEN or short to GND, or blown fuse.
B to A B+ If < B+, check GND circuit to vehicle diagnostic connector
for OPEN.
F to GND 1 V to 4 V The sum of F to GND and G to GND should equal 4 V to 5 V.
G to GND 1 V to 4 V The sum of G to GND and F to GND should equal 4 V to 5 V.

Turn ignition switch to OFF. Connect breakout box. Leave EIM disconnected.
F to X4-20 <5Ω If > 5 Ω, check ATA-H for OPEN in circuit
F to GND > 1 kΩ If < 1 kΩ, check ATA-H for short to GND
G to X4-21 <5Ω If > 5 Ω, check ATA-L for OPEN in circuit
EGES-420
Harness Resistance Check (cont.)

G to GND > 1 kΩ If < 1 kΩ, check ATA-L for short to GND
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit
ATA Operation ï Speedometer

ï Tachometer
Vehicle Diagnostic Connector
ï Odometer / hourmeter
The fuse protected B+ signal is supplied to the vehicle
diagnostic connector through Pin B, and ground is ï Change oil message
through Pin A. American Trucking Association High
ï Oil pressure gauge
(ATA-H) signal runs from EIM Pin X4-20 and vehicle
diagnostic connector Pin F. American Trucking ï Engine oil temperature gauge
Association Low (ATA-L) signal runs from EIM Pin
ï Engine coolant temperature gauge
X4-21 and vehicle diagnostic connector Pin G.
Fault Detection / Management
Engine Gauge Cluster (EGC)
There are no engine Diagnostic Trouble Codes
There are two types of EGC modules; one uses
(DTCs) for ATA communication faults. See truck
CAN communication and the other uses ATA
Chassis Electrical Circuit Diagram Manual and
communication. The following information is sent
Electrical System Troubleshooting Guide.
through data communication:
ï Engine lamp (red) Repair Information
ï Engine lamp (amber) The ATA circuits use a twisted wire pair. All repairs
must maintain one complete twist per inch along the
ï Coolant level lamp
entire length of the circuit. This circuit is polarized,
ï Wait to start lamp one positive and one negative. Reversing the polarity
of this circuit disrupts communication.
ï Water in fuel lamp
EGES-420
BCS (Boost Control Solenoid) Valve

1256 7312 5 Boost Control Solenoid open circuit
1257 7312 11 Boost Control Solenoid short circuit
Figure 195 Functional diagram for boost control actuator
The functional diagram for the boost control actuator Tools

includes the following:
ï BCS valve MasterDiagnosticsÆ Software (page 447)
ï Engine lamp (amber) ï IC4 USB Interface Cable (page 447)
ï Engine Control Module (ECM) ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
ï Engine speed/load calibration ï Boost Control Solenoid Breakout Harness (page
442)
ï Manifold Absolute Pressure/Intake Air
Temperature 2 (MAP/IAT2) sensor ï 180-Pin Breakout Box (page 440)
ï E1-Engine Harness (page 445)
Function
ï E2-Engine, D-Injector, C-Chassis Harness (page
The BCS valve changes the boost control actuator
445)
linear position by controlling the air supply flow.
Component Location
The BCS valve is mounted on a bracket on the lower
right side of the engine, near the front.
EGES-420
BCS Valve Connector End Diagnostics

1256 Boost Control Solenoid open circuit ï BCS OPEN circuit
ï BCS valve failure
1257 Boost Control Solenoid short circuit ï BCS short circuit
ï Failed BCS valve
Figure 196 BCS valve circuit diagram
5. Run Actuator Test.

6. Visually monitor boost control actuator linkage
death, stay clear of rotating parts (belts and fan)
movement.
and hot engine surfaces.
ï If linkage moves through its full travel, the
NOTE: Air tanks must be above 620 kPa (90 psi)
system is working correctly.
before running this test.
ï If linkage does not move through full travel,
check for a mechanical problem such
2. Connect the EST with MasterDiagnosticsÆ as sticking linkage, low actuator supply
software. pressure, plugged or open air supply hose.
3. Verify correct engine is selected and launch EST. ï If the linkage does not move at all, do
Connector Voltage Checks (page 255).
EGES-420

Connect breakout harness to engine harness and leave BCS valve disconnected. Turn ignition switch ON.
Use DMM to measure voltage.
2 to Battery Positive B+ If < B+, check for OPEN BCS GND circuit.
1 to 2 6 V to 9 V If 0 V, check for OPEN or short to GND.
If < 6 V, check for poor connection, corroded circuits.
If > 9 V, check for short to PWR

Connect breakout harness between BCS valve and engine harness. Run Actuator Test. Use DMM to
DMM - Measure Volts across pins 1 and GND
Normal state <1V If > 1 V, check for short to PWR.
Actuator state LOW 1 V +/- 0.5 V If > 1.5 V, check for OPEN circuit or BCS valve.
Actuator state HIGH >9V If < 9 V, check for OPEN circuit or short to GND

Turn ignition switch OFF. Connect breakout harness to BCS valve and leave engine harness disconnected.
1 to 2 21 Ω to 24 Ω If not within specification, replace the BCS valve.
EGES-420

Turn ignition switch OFF. Connect ECM breakout box and breakout harness to engine harness, leave BCS
valve and ECM disconnected. Use DMM to measure resistance.

1 to E1-2 <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, and there are no mechanical faults, such as low
boost control actuator supply psi, damaged air supply hoses, failed actuator valve or sticky linkage, and the
boost control actuator does not actuate, replace BCS valve.
BCS Valve Operation ECM Actuators

The BCS valve controls the boost control actuator During the ECM portion of the actuator test, all ECM
position by regulating the compressed air based on actuators are commanded to LOW state, 8% to
a Pulse Width Modulated (PWM) signal received from 15% duty cycle. Then one by one, each actuator is
the ECM. commanded to HIGH state, 80% to 100% duty cycle.
With no PWM signal, the BCS valve is open and air
is supplied to the boost control actuator maintaining it
in the open position. When an increase in the charge
ACM Actuators
air pressure is required, the ECM supplies PWM
voltage to close the BCS valve. The limit values During the ACM portion of the actuator test, all ACM
of the PWM signal are between 0% (fully opened actuators remain at 0% duty cycle. Then one by one,
BCS valve), to 100% (closed BCS valve). When the each actuator is cycled on. The Aftertreatment Fuel
BCS valve closes, it interrupts the air supply to the Supply (AFS) valve and Aftertreatment Fuel Drain
boost control actuator and at the same time it relieves (AFD) valve are commanded to 100%, then drop
the air pressure from the boost control actuator by to 66%. The Aftertreatment Fuel Injector (AFI) is
opening the vent to the atmosphere. The boost commanded to a low duty cycle measured in seconds
control actuator then closes, resulting in increased from 0 (off) to 0.1 (on).
charge air pressure.
EIM Actuators
Actuator Test
The actuator test allows a technician to test the is 1 (on), then cycles to 0 (off). The Cold Start Relay
actuators by measuring voltage changes and visually (CSR) and Cold Start Solenoid (CSS) is 0 (off), then
monitoring actuator movement. cycles to 1 (on).
This test first runs through the Engine Control Module NOTE: When the Actuator Test is running, the sensor
(ECM) actuators, then the Aftertreatment Control monitoring Parameter Identifiers (PIDs) are turned off.
EGES-420
This test cycles the following actuators: ï EIM actuators:

ï ECM actuators: ï Cold Start Relay (CSR)
ï Intake Throttle Valve (ITV) ï Cold Start Solenoid (CSS) valve
ï Boost Control Solenoid (BCS) valve ï Electronic Fan Control (EFAN)
ï Exhaust Gas Recirculation (EGR) control ï ACM actuators:
valve
EGES-420
CAN Communications (Controller Area Network)

(Public)

None No communication with EST
Figure 197 Functional diagram for the CAN (public)
The functional diagram for the CAN (public) includes Location

the following:
The public CAN circuits run throughout the vehicle
ï 120 ohm terminating resistors harness. The vehicle diagnostic connector is located
under the dash on the driverís side.
ï Vehicle diagnostic connector
Tools
ï Electronic System Control (ESC) body controller
ï Instrument cluster
ï Other nodes
ï Transmission Control Module (TCM)
ï 96-Pin Breakout Box ñ DLC II (page 440)
Function ï Terminal Test Adapter Kit (page 448)
The public CAN network provides a communication
link between all connecting modules. The EST uses
this network system to communicate with the EIM.
EGES-420
CAN (Public) Pin-Point Diagnostics

None No communication with EST ï CAN-H or CAN-L circuits OPEN or shorted to PWR or
GND
ï B+ OPEN or shorted to GND
ï GND circuit OPEN
Figure 198 CAN (public) communication circuit diagram

Turn ignition switch to ON. Use DMM to measure voltage at the vehicle diagnostic connector.
B to GND B+ If < B+, check B+ circuit to vehicle diagnostic connector for
OPEN or short to GND, or blown fuse.
B to A B+ If < B+, check GND circuit to vehicle diagnostic connector
for OPEN.
C to GND 1 V to 4 V The sum of C to GND and D to GND should be < 0.2 V.
D to GND 1 V to 4 V The sum of D to GND and C to GND should be <0.2 V.
EGES-420
EST Communication Check

Turn ignition switch to ON. Connect EST to vehicle diagnostic connector. If the EST is unable to
communicate with the EIM, disconnect each module connected to the CAN (public) individually until
communication can be established.
NOTE:
ï If communication to EIM is established, check CAN (public) circuits to disconnected node for correct
wiring. See truck Electrical System Troubleshooting Guide.
ï If communication to EIM is not established, go to next test point.
Test Point Comment
Disconnect TCM See note.
Disconnect ESC See note.
Disconnect instrument cluster See note.
Disconnect other nodes See note.


C to X3-12 <5Ω If > 5 Ω, check CAN-H for OPEN in circuit.
C to GND > 1 kΩ If < 1 kΩ, check CAN-H for short to GND.
D to X3-13 <5Ω If > 5 Ω, check CAN-L for OPEN in circuit.
D to GND > 1 kΩ If < 1 kΩ, check CAN-L for short to GND.
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit.
CAN (Public) Circuit Operation CAN public supports the following functions:
CAN is a J1939 serial bus system, also known ï Transmission of engine parameter data
as the Drivetrain Datalink. The public CAN network
ï Transmission and clearing of DTCs
provides a communication link between all connecting
modules, sending and receiving messages. ï Diagnostics and troubleshooting
The EST with MasterDiagnosticsÆ software ï Programming performance parameter values
communicates with the EIM through the vehicle
ï Programming engine and vehicle features
diagnostic connector. The EST, through the public
CAN network, is able to retrieve Diagnostic Trouble ï Programming calibrations and strategies in the
Codes (DTCs), run diagnostic tests, and view ACM, ECM and EIM.
Parameter Identifiers (PIDs) from all inputs and
outputs of the Aftertreatment Control Module (ACM), Public CAN versus Private CAN
Engine Control Module (ECM), and Engine Interface
The public CAN network is set up to communicate
Module (EIM).
with many different modules. The network branches
off into many different locations with each path ending
EGES-420
in a module connection or a 120 ohm terminating ï Coolant level lamp

resistor. The termination resistors are used to reduce
ï Wait to start lamp
reflections.
ï Water in fuel lamp
The private CAN system is set up to only communicate
between the ACM, ECM and EIM. ï Speedometer
ï Tachometer
Vehicle Diagnostic Connector
ï Odometer/hourmeter
The vehicle diagnostic connector provides an
interface for the EST. The EST communicates with ï Change oil message
the joining modules through the CAN network for
ï Oil pressure gauge
diagnostics and module programming. The vehicle
diagnostic connector is supplied with fused B+ at Pin ï Engine oil temperature gauge
B and GND at Pin A. Public CAN-H runs between
ï Engine coolant temperature gauge
EIM Pin X3-12 and vehicle diagnostic connector Pin
C. Public CAN-L runs between Pin X3-13 and vehicle
Repair Information
diagnostic connector Pin D.
The public CAN circuits use a twisted wire pair. All
Instrument Cluster repairs must maintain one complete twist per inch
along the entire length of the circuit. This circuit is
The following information is sent through data
polarized, one positive and one negative. Reversing
communication:
the polarity of this circuit disrupts communications.
ï Engine lamp (red)
EGES-420
CAN Communications (Controller Area Network)

(Private)

6314 8342 7 ECM CAN message not received from EIM
6315 8309 2 ACM CAN message not received ECM
6316 8311 2 ACM CAN message not received EIM
6317 8316 2 EIM CAN message not received ACM
6318 8342 14 EIM CAN message not received ECM
None Engine crank, no start condition
Figure 199 Functional diagram for the CAN (private)
The functional diagram for the CAN (private) includes Location

the following:
The private CAN circuits run throughout the vehicle
ï Aftertreatment Control Module (ACM) harness and are connected to ACM, ECM and EIM.
ï Engine Control Module (ECM) Tools
ï Engine Interface Module (EIM) ï Electronic Service Tool (EST) with
ï CAN (private)
Function
The private CAN network provides a communication
link between the ACM, ECM and EIM. Some of the
information communicated through private CAN ï 180-Pin Breakout Box (page 440)
include Diagnostic Trouble Codes (DTCs) and
parameter identifier (PID) information.
EGES-420

445)
CAN (Private) Pin-Point Diagnostics

6314 ECM CAN message not received from ï CAN-H or CAN-L circuits OPEN or shorted to PWR or
EIM GND
ï EIM power circuit fault
ï Failed EIM
6315 ACM CAN message not received from ï CAN-H or CAN-L circuits OPEN or shorted to PWR or
ECM GND
ï ECM power circuit fault
ï Failed ECM
6316 ACM CAN message not received from ï CAN-H or CAN-L circuits OPEN or shorted to PWR or
EIM GND
ï EIM power circuit fault
ï Failed EIM
6317 EIM CAN message not received from ï CAN-H or CAN-L circuits OPEN or shorted to PWR or
ACM GND
ï ACM power circuit fault
ï Failed ACM
6318 EIM CAN message not received from ï CAN-H or CAN-L circuits OPEN or shorted to PWR or
ECM GND
ï ECM power circuit fault
ï Failed ECM
EGES-420
Figure 200 CAN communication circuit diagram
CAN (private) Communication Check

Turn ignition switch to ON. Connect EST to vehicle diagnostic connector. Open continuous monitor session
and monitor EIM, ECM and ACM PIDs.
ï If the EIM PIDs are reading correctly but both ECM and ACM are reading N/A or Error, do Harness
ï If EIM PIDs are reading correctly but only the ECM or ACM are reading N/A or Error, verify PWR,
GND and CAN circuits to that module.

Turn ignition switch to OFF. Disconnect EIM, ECM and ACM. Connect breakout box. Leave EIM, ECM and
ACM disconnected. Use DMM to measure resistance.

X2-6 to E2-22 <5Ω If > 5 Ω, check CAN-H for OPEN in circuit.
X2-6 to B-20 <5Ω If > 5 Ω, check CAN-H for OPEN in circuit.
X2-6 to GND > 1 kΩ If < 1 kΩ, check CAN-H for short to GND.
X2-13 to E2-21 <5Ω If > 5 Ω, check CAN-L for OPEN in circuit.
X2-13 to B-21 <5Ω If > 5 Ω, check CAN-L for OPEN in circuit.
X2-13 to GND > 1 kΩ If < 1 kΩ, check CAN-L for short to GND.
CAN (Private) Circuit Operation Some of the information communicated through

private CAN include DTCs and PID information.
The EIM communicates with the ECM and ACM
through CAN (private) circuits. CAN-H circuit
Public CAN versus Private CAN
connects EIM pin X2ñ6 with ECM pin E2ñ22 and
ACM pin Bñ20, and CAN-L circuit connects EIM pin The public CAN network is set up to communicate
X2ñ13 with ECM pin E2ñ21 and ACM pin Bñ21. with many different modules. The network branches
EGES-420
off into many different locations with each path ending Repair Information
in a module connection or a 120 ohm terminating
The private CAN circuits use a twisted wire pair. All
resistor. The termination resistors are used to reduce
repairs must maintain one complete twist per inch
reflections.
along the entire length of the circuit. This circuit is
The private CAN system is set up to only communicate polarized, one positive and one negative. Reversing
between the EIM, ECM and ACM. the polarity of this circuit disrupts communications.
EGES-420
CFV (Coolant Flow Valve)

1260 7321 5 Coolant Flow Valve open circuit
1261 7321 11 Coolant Flow valve short circuit
Figure 201 Functional diagram for CFV
The functional diagram for the CFV includes the Component Location
following:
The CMV and CFV are part of the CCV, which is
ï CFV located on the right side of the front cover. They are
serviced as an assembly.
ï Engine Control Module (ECM)
ï Engine Coolant Temperature (ECT) sensor Tools
ï ECT2 sensor ï Electronic Service Tool (EST) with
Temperature 2 (MAP/IAT2) sensor ï IC4 USB Interface Cable (page 447)
Function
ï Coolant Flow Valve Breakout Harness (page 443)
The Coolant Mixer Valve (CMV) and CFV are located
in the Coolant Control Valve (CCV). These valves are ï 180-Pin Breakout Box (page 440)
controlled by the ECM to regulate the flow, and mix
coolant going through the Change Air Coolers (CAC).
445)
CACs and the CMV regulates the temperature of the
coolant, by directing the coolant either through the low ï Terminal Test Adapter Kit (page 448)
temperature radiator or through an internal bypass.
EGES-420
CFV Connector End Diagnostics

1260 Coolant Flow Valve open circuit ï CFV circuits OPEN
ï Failed CFV
1261 Coolant Flow Valve short circuit ï CFV circuits shorted
ï Failed CFV
Figure 202 CFV circuit diagram

software.

Connect breakout harness to engine harness and leave CFV disconnected. Turn ignition switch ON. Use
DMM to measure voltage after 60 seconds.
2 to battery positive B+ If < B+, check for OPEN CFV GND circuit.
EGES-420

Connect breakout harness between CFV and engine harness. Run Actuator Test. Use DMM to measure
DMM - Measure Volts across pin A and GND
Actuator state LOW 1 V +/- 0.5 V If > 1.5 V, check for OPEN circuit or CFV.

Turn ignition switch OFF. Connect breakout harness to CFV and leave engine harness disconnected. Use
1 to 2 4 Ω to 8 Ω If not within specification, replace the CCV.

Turn ignition switch OFF. Connect ECM breakout box and breakout harness to engine harness and leave
CFV and ECM disconnected. Use DMM to measure resistance.

2 to GND > 1 kΩ If < 1k Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, the CFV is working correctly. See Coolant System
(page 92) in the ìEngine Symptoms Diagnosticsî section in this manual, to diagnose a mechanical fault.

ACM Actuators
EGES-420
each actuator is cycled on. The Aftertreatment Fuel This test cycles the following actuators:
ï ECM actuators:
to 66%. The Aftertreatment Fuel Injector (AFI) is ï Intake Throttle Valve (ITV)
commanded to a low duty cycle measured in seconds
EIM Actuators valve
During the EIM portion of the actuator test, the ï Coolant Mixer Valve (CMV)
(CSR) and Cold Start Solenoid (CSS) is 0 (off), then ï EIM actuators:
cycles to 1 (on).
ï ACM actuators:
EGES-420
CKP Sensor (Crankshaft Position)

1614 8064 3 CKP signal out-of-range HIGH
1615 8064 4 CKP signal out-of-range LOW
4553 8064 5 CKP - no signal, open circuit
4554 8064 7 CKP missing gap detection error
4555 8064 8 CKP excessive pulses
4556 8064 14 CKP circuits reversed
Figure 203 Functional diagram for the CKP sensor
The functional diagram for the CKP sensor includes Component Location
the following:
The CKP sensor is installed in the top left side of the
ï CKP sensor flywheel housing.
ï Fuel injector (INJ) ï Electronic Service Tool (EST) with
Function
The CKP sensor provides the ECM with a crankshaft
speed and position signal. The ECM uses this signal
to calculate engine speed, fuel timing, fuel quantity ï E1-Engine Harness (page 445)
and duration of fuel injection.
445)
EGES-420

444)
CKP Sensor Pin-Point Diagnostics

1614 CKP Signal out-of-range HIGH ï CKP-H signal OPEN or shorted to GND or PWR
ï CKP-L signal OPEN
ï Failed sensor
1615 CKP Signal out-of-range LOW ï CKP-H signal OPEN or shorted to GND or PWR
ï Failed sensor
4553 CKP - No signal, open circuit ï Circuit fault
ï Failed sensor
4554 CKP missing gap detection error ï Circuit fault
ï Failed sensor
4555 CKP excessive pulses ï CKP-H signal OPEN or shorted to GND or PWR
ï Failed sensor
4556 CKP circuits reversed ï Circuits reversed
ï Failed sensor
Figure 204 CKP sensor circuit diagram
EGES-420
Sensor Resistance Check

Turn the ignition switch to OFF. Connect breakout harness to CKP sensor and leave engine harness
disconnected. Use DMM to measure resistance.
1 to 2 774 Ω to 946 Ω If measurement is within specification, do Harness
If measurement is not within specification, replace CKP sensor.

Turn ignition switch to OFF. Connect breakout box and leave ECM and CKP sensor disconnected. Use
E1-55 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
E1-55 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
E1-73 to E1-55 > 1 kΩ If < 1 kΩ, check for CKP-H short to CKP-L.
If measurements are within specification, do Operational Checks (page 272).
Operational Checks
Connect breakout harness between CKP sensor and engine harness. Use DMM set to AC Volts-Hz.
Test Point Condition DMM Engine Speed
E1-55 to E1-73 Engine crank 100 Hz to 250 Hz 100 rpm to 250 rpm
Low idle 630 Hz to 730 Hz 600 rpm to 700 rpm
High idle 2230 Hz 2180 rpm
CKP Sensor Circuit Operation frequency of the CKP sensor signal. The crankshaft
position is determined by synchronizing the SYNC
The CKP sensor contains a permanent magnet that
tooth with the SYNC gap signals from the target
creates a magnetic field. The signal is created when
disk. From the CKP signal frequency, the ECM can
the timing disk rotates and breaks the magnetic field
calculate engine rpm.
created by the sensor. The ECM pins for the CKP
sensor are CKP-L E1-55 and CKP-H E1-73. By comparing the CKP signal with the Camshaft
Position (CMP) signal, the ECM calculates engine
As the crankshaft turns, the CKP sensor detects a 60
rpm and timing. Diagnostic information on the CKP
hole timing disk on the flywheel. Holes 59 and 60
input signal is obtained by performing accuracy
are missing so the ECM calculates and identifies the
checks on frequency and duty cycle with software
position of the crankshaft based on the signal gap.
strategies.
The CKP sensor produces pulses for each hole edge
that passes it. Crankshaft speed is derived from the
EGES-420
CMP Sensor (Camshaft Position)

1607 8021 5 CMP - No signal
1608 8021 7 CMP sensor angle based phase system
error- disagreement
1609 8021 8 CMP sensor time based phase system
disagreement
1610 8021 14 CMP circuits reversed
1611 8021 3 CMP signal out-of-range HIGH
1612 8021 4 CMP signal out-of-range LOW
Figure 205 Functional diagram for the CMP sensor
The functional diagram for the CMP sensor includes Sensor Location
the following:
The CMP sensor is installed on the left rear side of the
ï CMP sensor cylinder head.
ï Fuel Injector (INJ) ï Electronic Service Tool (EST) with
Function
The CMP sensor provides the ECM with a camshaft
speed and position signal. The ECM uses this signal
with the Crankshaft Position (CKP) signal to calculate ï E1-Engine Harness (page 445)
engine speed and position.
EGES-420

445)
444)
CMP Sensor Pin-Point Diagnostics

1607 CMP - No signal ï Circuit fault
ï Failed CMP sensor
1608 CMP sensor angle based phase ï Circuit fault
system error disagreement
1609 CMP sensor time based phase system ï CMP-H signal OPEN or shorted to GND or PWR
disagreement
ï CMP-L signal OPEN
1610 CMP circuits reversed ï CMP circuits reversed
1611 CMP signal out-of-range HIGH ï CMP-H signal OPEN or shorted to GND or PWR
1612 CMP signal out-of-range LOW ï CMP-H signal OPEN or shorted to GND or PWR
Figure 206 CMP sensor circuit diagram
EGES-420
Sensor Resistance Check

Turn the ignition switch to OFF. Connect breakout harness to CMP sensor and leave engine harness
1 to 2 774 Ω to 946 Ω If measurement is within specification, do Harness
If measurement is not within specification, replace CMP sensor.

Turn ignition switch to OFF. Connect breakout box and leave ECM and CMP sensor disconnected. Use
E1-72 to E1-54 > 1 kΩ If < 1 kΩ, check for CMP-H short to CMP-L.
If measurements are within specification, do Operational Checks (page 275).
Operational Checks
Connect breakout box between ECM and CMP sensor. Use DMM set to AC volts ñ RPM2.
Test Point Condition Spec
E1-54 to E1-72 Engine crank 100 rpm to 250 rpm
Low idle 650 rpm to 700 rpm
High idle 2180 rpm
EGES-420
CMP Sensor Circuit Operation
Figure 207 CMP sensor circuit diagram
The CMP sensor provides the ECM with a signal that CMP sensor are CMP-L negative E1-54 and CMP-H
indicates camshaft speed and position. positive E1-72.
The CMP sensor contains a permanent magnet By comparing the CMP signal with the CKP signal, the
that creates a magnetic field. The signal is created ECM calculates engine rpm and timing. Diagnostic
when a peg on the camshaft disk rotates and breaks information on the CMP input signal is obtained by
the magnetic field. As the cam rotates, the sensor performing accuracy checks on frequency and duty
identifies camshaft position. The ECM pins for the cycle with software strategies.
EGES-420
CMV (Coolant Mixer Valve)

1258 7320 5 Coolant Mixer Valve open circuit
1259 7320 11 Coolant Mixer Valve short circuit
Figure 208 Functional diagram for CMV
The functional diagram for the CMV includes the Component Location
following:
The CMV and CFV are mounted as an assembly on
ï CMV the right side of the front cover. They are serviced as
an assembly.
ï Engine Coolant Temperature (ECT) sensor Tools
ï ECT 2 sensor ï Electronic Service Tool (EST) with
Temperature 2 (MAP/IAT2) sensor ï IC4 USB Interface Cable (page 447)
Function
ï Coolant Mixer Valve Breakout Harness (page
The CMV and Coolant Flow Valve (CFV) are located
444)
in the Coolant Control Valve (CCV). These valves are
controlled by the ECM and regulate the flow, and mix ï 180-Pin Breakout Box (page 440)
coolant going through the Change Air Coolers (CAC).
CACs and the CMV regulates the temperature of the
445)
coolant, by directing the coolant either through the low
temperature radiator or through an internal bypass. ï Terminal Test Adapter Kit (page 448)
EGES-420
CMV Connector End Diagnostics

1258 Coolant Mixer Valve open circuit ï CMV circuits OPEN
ï Failed CMV
1259 Coolant Mixer Valve short circuit ï CMV circuits shorted
ï Failed CMV
Figure 209 CMV circuit diagram

software.
3. Verify correct engine is selected and launch EST

Connect breakout harness to engine harness and leave CMV disconnected. Turn ignition switch ON.
1 to battery positive B+ If < B+, check for OPEN CMV GND circuit.
EGES-420

Connect breakout harness between CMV and engine harness. Run Actuator Test. Use DMM to measure
DMM - Measure Volts across pin 2 and GND
Actuator state LOW 1 V +/- 0.5 V If > 1.5 V, check for OPEN circuit or CMV.

Turn ignition switch OFF. Connect breakout harness to CMV and leave engine harness disconnected. Use
1 to 2 4 Ω to 8 Ω If not within specification, replace the CCV.

CMV and ECM disconnected. Use DMM to measure resistance.

If voltage and resistance checks are within specifications, the CMV is working correctly. See Coolant System
(page 92) in the ìEngine Symptoms Diagnosticsî section in this manual to diagnose a mechanical fault.

ACM Actuators
EGES-420
each actuator is cycled on. The Aftertreatment Fuel This test cycles the following actuators:
ï ECM actuators:
to 66%. The Aftertreatment Fuel Injector (AFI) is ï Intake Throttle Valve (ITV)
EIM Actuators valve
During the EIM portion of the actuator test, the ï Coolant Mixer Valve (CMV)
(CSR) and Cold Start Solenoid (CSS) is 0 (off), then ï EIM actuators:
cycles to 1 (on).
ï ACM actuators:
EGES-420
Control Module Self-Diagnostics

1151 108 3 BAP signal out-of-range HIGH
1152 108 4 BAP signal out-of-range LOW
1153 108 10 BAP signal abnormal rate of change
1377 1136 3 ECM Temp above maximum
1378 1136 4 ECM Temp below minimum
1379 158 0 B+ to ECM out-of-range HIGH
4511 8358 2 Bank A Injector driver over voltage
4512 8358 3 Bank A Injector driver under voltage
4513 8358 4 Bank A Injector driver under current
4514 8358 5 Bank A Injector driver over current
4515 8358 6 Bank A Injector low driver over current
4516 8358 8 Bank A Injector on phase time-out
4517 8358 10 Bank A Injector time-out
4521 8359 2 Bank B Injector driver over voltage
4522 8359 3 Bank B Injector driver under voltage
4523 8359 4 Bank B Injector driver under current
4524 8359 5 Bank B Injector driver over current
4525 8359 6 Bank B Injector low driver over current
4526 8359 8 Bank B Injector on phase time-out
4527 8359 10 Bank B Injector time-out
4528 7253 14 ECM Error - Injector control out of normal operating
range
5536 8253 1 EIM Error - Manufacturing defaults were selected
5541 8254 8 EIM Error - Unexpected reset fault
5549 8240 11 EIM Error - RAM programmable parameter list
corrupted
5632 8254 12 EIM Error - RAM/CPU self-test fault
5637 3511 5 ECM Error - Fuel Rail Pressure error
6319 8487 19 EFRC information not received by ECM
6320 8484 19 EFRC invalid value or time-out by ECM
Fault Detection / Management include memory, programming, and internal power

supply checks. The ECM and EIM detect internal
The Engine Control Module (ECM) and Engine
module failure and set the Diagnostic Trouble Codes
Interface module (EIM) automatically perform
(DTCs) depending on the severity of the problem.
diagnostic self-checks. The ECM and EIM self-tests
Additionally, the ECM provides DTC management
EGES-420
strategies to permit limited engine and vehicle

operation.
ECM Self Diagnostic Trouble Codes (DTCs)
DTC 1151 - Barometric Absolute Pressure (BAP) signal out-of-range HIGH

Checks whether the signal from the BAP sensor is above the maximum threshold.
Pin-Point ECM Self-Diagnostic Fault

1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.
DTC 1152 - BAP signal out-of-range LOW

Checks whether the signal from the BAP sensor is below the minimum threshold.
DTC 1153 - BAP signal abnormal rate of change

Checks whether the signal from the BAP increases of decreases within expected range.
DTC 1377 - ECM Temp above maximum

Checks whether the signal from the ECM temperature sensor is below the maximum threshold.
1. Correct any abnormal condition of ECM overheating.

2. If DTC is set in cool conditions, then replace ECM.
DTC 1378 - ECM Temp below minimum

Checks whether the signal from the ECM temperature sensor is below the above minimum threshold.
EGES-420
DTC 1379 - B+ to ECM out-of-range HIGH

DTC 4511 - Bank A Injector driver over voltage

1. Check for injector circuit faults. See Injector (INJ) Circuits (page 398) in this section.
2. If OK, clear DTC, cycle ignition switch.
DTC 4512 - Bank A Injector driver under voltage

DTC 4513 - Bank A Injector driver under current

DTC 4514 - Bank A Injector driver over current

DTC 4515 - Bank A Injector low driver over current

EGES-420
DTC 4516 - Bank A Injector on phase time-out

DTC 4517 - Bank A Injector time-out

DTC 4521 - Bank B Injector driver over voltage

DTC 4522 - Bank B Injector driver under voltage

DTC 4523 - Bank B Injector driver under current

DTC 4524 - Bank B Injector driver over current

EGES-420
DTC 4525 - Bank B Injector low driver over current

DTC 4526 - Bank B Injector on phase time-out

DTC 4527 - Bank B Injector time-out

DTC 4528 - ECM Error - Injector control out of normal operating range
DTC 5536 - EIM Error - Manufacturing defaults were selected

2. If DTC is still active, reprogram or update EIM with the latest calibration.
3. Check for other DTCs or drive symptoms for further action.
DTC 5541 - EIM Error - Unexpected reset fault

2. If DTC is still active, check for intermittent loss of B+ to EIM.
3. If DTC is still active, replace EIM.
EGES-420
DTC 5549 - EIM Error - RAM programmable parameter list corrupted

2. If DTC is still active, reprogram or update module with the latest calibration.
DTC 5632 - EIM Error - RAM/CPU self-test fault

DTC 5637 - ECM Error - Fuel Rail Pressure error

DTC 6319 - EFRC information not received by ECM

1. Check EIM for correct vehicle configuration.
DTC 6320 - EFRC invalid value or time-out by ECM

2. If DTC is still active, reprogram or update module with the latest calibration.
EGES-420
CSR (Cold Start Relay)

1372 676 17 Cold Start Relay control fault
1373 7263 11 Cold Start Relay fault
1375 7264 7 Cold Start Relay circuit fault
Figure 210 Functional diagram for CSR
The functional diagram for the CSR includes the Component Location
following:
The CSR is located on the left side of the engine above
ï CSR the Engine Control Module (ECM).
ï Engine Coolant Temperature (ECT) sensor
Tools
ï Engine Oil Temperature (EOT) sensor MasterDiagnosticsÆ Software (page 447)
ï Glow plug ï IC4 USB Interface Cable (page 447)
ï Intake Air Temperature (IAT) sensor ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
ï Wait to Start indicator ï Cold Start Relay Breakout Harness (page 443)
Function
The CSR provides voltage to the glow plug and is
controlled by the EIM.
EGES-420
CSR Pin-Point Diagnostics

1372 Cold Start Relay control fault ï Control circuit fault
ï Failed CSR
1373 Cold Start Relay fault ï Circuit fault
ï Failed CSR
1375 Cold Start Relay circuit fault ï Circuit fault
ï Failed CSR
Figure 211 CSR circuit diagram

2. Connect the EST with Master DiagnosticsÆ
software.
before running this test. 4. Open D_Actuator.ssn session.
EGES-420
Voltage Check on Glow Plug - Actuator Test

Turn the ignition switch to ON. Run Actuator Test. Use DMM to measure voltage when CSR is cycled on.
Batteries must be fully charged before performing this test.
Glow Plug to GND B+ If > 0 V to B+, do Amperage Draw Check - Actuator Test
(page 289).
If 0 V, do Voltage Checks on Relay Connector (page 289).
Amperage Draw Check - Actuator Test

Turn the ignition switch to ON. Run Actuator Test. Measure amperage draw to glow plug using DMM and
Amp clamp. Set the DMM to DCmV and Zero the Amp clamp. Batteries must be fully charged before
performing this test.
DMM - Measure amperage to glow plug
Glow plug 30 Amps (within 2 If within specification, CSR and glow plug are working
seconds) correctly.
If not within specification, do Voltage Checks on Relay -
Actuator Test (page 290).
If Amps are within specification, do Harness Resistance Check (page 291) for CSRD circuit.
Voltage Checks on Relay Connector

Connect breakout box to CSR harness, leave CSR disconnected. Turn ignition switch to ON. Use DMM
to measure voltage after 60 seconds.
3 to GND B+ If < B+, check for OPEN or short to GND.
6 to GND 9 V +/- 1 V If < 9 V, check for OPEN or short to GND.
If > 5.5 V, check for short to PWR.
If > 5.5 V, check for short to PWR.
If voltages are within specification, do Voltage Checks on Relay - Actuator Test (page 290).
EGES-420
Voltage Checks on Relay - Actuator Test

Connect breakout harness between CSR and engine harness. Turn the ignition switch ON. Use DMM to
6 to GND, Run Actuator Test
Normal state >8V If < 8 V, check CSRE circuit for OPEN or short to GND. Do
Harness Resistance Check (page 291).
Actuator state LOW >8V
If < 8 V, check CSRE circuit for OPEN or short to GND. Do
Actuator state HIGH < 0.5 V
If > 0.5 V, check CSRE circuit for short to PWR. Do Harness
7 to GND, Run Actuator Test.
Normal state >8V If < 8 V, check CSRC circuit for OPEN or short to GND. Do
Actuator state LOW >8V
If < 8 V, check CSRC circuit for OPEN or short to GND. Do
Actuator state HIGH < 0.5 V
If > 0.5 V, check CSRD circuit for short to PWR. Do Harness
Normal state 5 V +/- 0.5 V If < 5 V, check CSRD circuit for OPEN or short to GND. Do
Actuator state LOW 5 V +/- 0.5 V
If < 5 V, check CSRD circuit for OPEN or short to GND. Do
Actuator state HIGH 5 V +/- 0.5 V
If < 5 V, check CSRD circuit for OPEN or short to GND. Do
Normal state 0V If > 0 V, replace CSR.
Actuator state LOW 0V If > 0 V, replace CSR.
Actuator state HIGH B+ If < B+, replace CSR.
Normal state 0V If > 0 V, replace CSR.
Actuator state LOW 0V If > 0 V, replace CSR.
Actuator state HIGH B+ If < B+, replace CSR.
If measurements are not within specifications, do Harness Resistance Check (page 291).
Glow Plug Resistance Check

Turn ignition switch OFF. Use DMM to measure resistance between glow plug and engine GND.
Glow Plug to GND <5Ω If > 5 Ω, replace failed glow plug.
EGES-420

Connect breakout harness and breakout box and leave EIM and CSR disconnected. Use DMM to measure
resistances.
1 to Glow Plug <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND <5Ω If > 5 Ω, check for OPEN glow plug.
2 to Glow Plug <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND <5Ω If > 5 Ω, check for OPEN glow plug.
3 to B+ <5Ω If > 5 Ω, check for OPEN circuit.
6 to X2-18 <5Ω If > 5 Ω, check for OPEN circuit.
6 to GND > 1 kΩ If < 1 kΩ check for short to GND.
If all checks are within specification, but DTCs are still active, replace the CSR.
CSR Operation The CSRD Pin X1ñ13 provides a PWM signal back to
the EIM that mimics or is identical to the CSRC signal
The CSRE Pin X2ñ18 is connected to a switched B+
under normal conditions. When a fault condition
output from the EIM and is energized for the duration
occurs, the CSRD signal goes high when the CSRC
of the CSR controlling the glow plug. The CSRC
signal is low to indicate to the EIM that a fault is
Pin X4ñ14 is connected to a Pulse Width Modulated
present.
(PWM) output on the EIM that controls the heating of
the glow plug. The CSRE and CSRC outputs work in
conjunction.
EGES-420
Actuator Test is 1 (on), then cycles to 0 (off). The Cold Start Relay
cycles to 1 (on).
monitoring actuator movement. NOTE: When the Actuator Test is running, the sensor
(ECM) actuators, then the Aftertreatment Control This test cycles the following actuators:
ï ECM actuators:
ECM Actuators
During the ECM portion of the actuator test, all ECM
valve
15% duty cycle. Then one by one, each actuator is
commanded to HIGH state, 80% to 100% duty cycle. ï Coolant Mixer Valve (CMV)
ï EIM actuators:
ACM Actuators
each actuator is cycled on. The Aftertreatment Fuel ï Electronic Fan Control (EFAN)
ï ACM actuators:
to 66%. The Aftertreatment Fuel Injector (AFI) is ï Aftertreatment Fuel Drain (AFD) valve
EIM Actuators
EGES-420
CSS Valve (Cold Start Solenoid)

1371 676 18 Cold Start Solenoid fault
Figure 212 Functional diagram for CSS valve
The functional diagram for the CSS valve includes the Component Location
following:
The CSS valve is located in the front, on the left side
ï CSS valve of the engine
Tools
ï Engine Oil Temperature (EOT) sensor MasterDiagnosticsÆ Software (page 447)
ï Intake Air Temperature (IAT) sensor ï IC4 USB Interface Cable (page 447)
Function
The CSS valve is controlled by the EIM and allows
low pressure fuel from the fuel filter assembly to flow ï 96-Pin Breakout Box ñ DLC II (page 440)
through the cold start supply tube to the glow plug.
EGES-420
CSS Valve Connector End Diagnostics

1371 Cold Start Solenoid fault ï CSS circuit short to GND or OPEN
ï CSS GND circuit OPEN
ï Failed CSS valve
Figure 213 CSS valve circuit diagram

death, stay clear of rotating parts (belts and fan) 2. Connect the EST with MasterDiagnosticsÆ
and hot engine surfaces. software.
NOTE: Air tanks must be above 620 kPa (90 psi) 3. Verify correct engine is selected and launch EST.
before running this test. 4. Open D_Actuator.ssn session.
EGES-420

Connect breakout harness to engine harness and leave CSS valve disconnected. Turn ignition switch ON.
2 to battery positive B+ If < B+, check for OPEN in GND circuit.

Connect breakout harness between CSS valve and engine harness. Run Actuator Test. Use DMM to
Actuator state LOW 1 V +/- 0.5 V If > 1.5 V, check for OPEN circuit or CSS valve.

Turn ignition switch OFF. Connect breakout harness to CSS valve and leave engine harness disconnected.
1 to 2 7.2 Ω to 8.8 Ω If not within specification, replace the CSS valve.

Turn ignition switch OFF. Connect EIM breakout box and breakout harness to engine harness and leave
CSS valve and EIM disconnected. Use DMM to measure resistance.

2 to GND <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, replace the CSS valve.
EGES-420
CSS Valve Operation EIM Actuators

Pin 1 of the CSS valve is driven by a switched B+ During the EIM portion of the actuator test, the
output from the EIM module, pin X1ñ17. Pin 2 of the actuators cycle simultaneously. Fan Control Status
CSS valve is grounded. The solenoid is held on for a is 1 (on), then cycles to 0 (off). The Cold Start Relay
fixed duration of time allowing fuel to enter the heater. (CSR) and Cold Start Solenoid (CSS) is 0 (off), then
cycles to 1 (on).
Actuator Test
monitoring actuator movement. ï ECM actuators:
This test first runs through the Engine Control Module ï Intake Throttle Valve (ITV)
Engine Interface Module (EIM) actuators. ï Exhaust Gas Recirculation (EGR) control
valve
ECM Actuators
15% duty cycle. Then one by one, each actuator is ï EIM actuators:
(FPCV) or the Exhaust Lambda Sensor (ELS) heater. ï Cold Start Solenoid (CSS) valve
ACM Actuators
ï ACM actuators:
actuators remain at 0% duty cycle. Then one by one, ï Aftertreatment Fuel Drain (AFD) valve
(AFD) valve are commanded to 100%, then drop ï Aftertreatment Fuel Injector (AFI)
EGES-420
Cylinder Balance

4571 8001 0 Cyl 1 cyl balance max limit exceeded
Figure 214 Functional diagram for the cylinder balance
Cylinder Balance Operation conditions. This strategy incorporates information

from the Crankshaft Position (CKP) system. The
Many factors influence the combustion process in
ECM uses the instantaneous engine speed near
a power cylinder. This can affect the production of
Top Dead Center (TDC) for each cylinder as an
torque or horsepower from that cylinder. Some of the
indication of that cylinderís power contribution. The
factors include piston and cylinder geometry, injector
ECM computes a nominal instantaneous engine
performance, and fuel rail pressure. Variations in
speed value based on all cylinders. The nominal
these factors can cause unevenness in torque and
value would be the expected value from all cylinders
horsepower from one cylinder to the next. Power
if the engine is balanced. By knowing the error
cylinder unevenness also causes increased engine
quantities, the ECM can add or subtract fuel from a
noise and vibration, especially at low idle conditions.
particular cylinder. The control strategy attempts to
This is also referred to as rough idle.
correct the cylinder unbalance by using fuel quantity
The Engine Control Module (ECM) uses a Cylinder compensation through adjustments of the pulse
Balance control strategy to even the power width values for each fuel injector. This method of
contribution of the cylinders, particularly at low idle compensation is repeated until all error quantities are
EGES-420
close to zero causing all cylinders to contribute the

same amount.
Cylinder Balance Diagnostics

4571ñ4576 Cyl (number) balance max limit exceeded ï Electrical fault
ï Low fuel pressure
ï Aerated fuel
ï Contaminated fuel
ï EGR control valve stuck open
ï Failed injector
ï Base engine compression imbalance
EGES-420
DTC 4571ñ4576 ñ Cylinder balance max limit exceeded

The ECM continuously calculates the balance of each cylinder during normal engine operation. If a cylinder
is over performing, a cylinder balance Diagnostic Trouble Code (DTC) sets.
Pin-Point Cylinder Balance Fault
1. Visually inspect engine for damaged or disconnected components.
ï Check all fluid levels.
ï Check engine and control system for electrical or mechanical damage.
2. Check for other active DTCs that could cause a cylinder imbalance.
ï If injector electrical faults are set, diagnose the electrical fault before diagnosing a cylinder
imbalance.
3. Check fuel pressure, fuel aeration, and possible fuel contamination.
Note: See Fuel Pressure and Aeration (page 114) in the ìEngine Symptoms Diagnosticsî section
of this manual.
4. Check Fuel Rail Pressure (FRP) and voltage.
ï Check FRP voltage at KOEO.
See ìAppendix A: Performance Specificationsî in this manual for specification.
ï Check FRP system pressure during KOER. Run Engine Run-Up Test.
5. Inspect Exhaust Gas Recirculation (EGR) control valve. Verify valve is not stuck open.
Repair any faults found in any of the preceding checks before continuing.
1. Run Injector Disable Test and Engine Run Up Test to identify imbalanced cylinder.
2. Run Relative Compression Test to verify if cylinder imbalance is a mechanical issue or an injector
issue.
If the Relative Compression Test fails the same cylinder as indicated by the Injector Disable Test, the
fault is a mechanical failure.
See ìAppendix A: Performance Specificationsî in this manual for specification.
ï Check crankcase pressure.
EGES-420
EBP Sensor (Exhaust Back Pressure)

3341 7129 4 EBP signal out-of-range LOW
3342 7129 3 EBP signal out-of-range HIGH
Figure 215 Functional diagram for the EBP sensor
The functional diagram for the EBP sensor includes ï IC4 USB Interface Cable (page 447)
the following:
ï Retarder control
Function ï E1-Engine Harness (page 445)
The EBP sensor measures exhaust back pressure ï E2-Engine, D-Injector, C-Chassis Harness (page
and allows the ECM to control the retarder control 445)
system.
ï Retarder Control Breakout Harness (page 448)
Sensor Location ï Terminal Test Adapter Kit (page 448)
The EBP sensor is internal to the retarder control and
is installed on the lower right side of the engine.
Tools
EGES-420
EBP Sensor End Diagnostics

3341 EBP signal out-of-range LOW ï EBP circuit OPEN or short to GND
ï Failed sensor
3342 EBP signal out-of-range HIGH ï EBP circuit short to PWR
ï Failed sensor
Figure 216 EBP circuit diagram
1. Using EST, open the D_ContinuousMonitor.ssn. ï If DTC is active, proceed to the next step.
2. Monitor sensor voltage. Verify an active 3. Disconnect engine harness from retarder control.
Diagnostic Trouble Code (DTC) for the sensor. Inspect connectors for damaged pins, corrosion,
or loose pins using the Pin Grip Inspection (page
199). Repair if necessary.
and all wires at suspected location. If the 4. Connect breakout harness to engine harness.
circuit is interrupted, the PID spikes and the Leave sensor disconnected.
DTC goes active.
EGES-420

Connect breakout harness. Leave retarder control disconnected. Turn the ignition switch to ON. Use
EST to monitor PID and DMM to measure voltage.
EST ñ Monitor EBPv 5V If < 4.5 V, check EBP signal circuit for to GND. Do Connector
Resistance Check to GND (page 303).
DMM ó Measure 5.0 V +/- 0.5 V If > 5.5 V, check EBP VREF for short to PWR.
voltage
If < 4.5 V, check EBP VREF for OPEN or short to GND. Do
2 to GND Harness Resistance Check (page 303).
DMM ó Measure 5 V +/- 0.5 V If < 4.5 V, check EBP GND for OPEN. Do Harness
voltage Resistance Check (page 303).
1 to 2
EST ñ Monitor EBPv 0V If > 0.25 V, check EBP signal for OPEN. Do Harness
If checks are within specification, connect retarder control and clear DTCs. If active code remains, replace
retarder control.
EBP Pin-Point Diagnostics
Figure 217 EBP circuit diagram
EGES-420

Connect breakout harness. Leave retarder control disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
2 to GND 5V If > 5.5 V, check EBP VREF for short to PWR.
If < 4.5 V, check EBP VREF for OPEN or short to GND. Do
1 to GND 0V If > 0.25 V, check EBP GND circuit for short to PWR.
5 to GND > 4.5 V If < 4.5 V, check EBP signal circuit for short to GND. Do
Connector Resistance Check to GND (page 303).

Turn ignition switch to OFF. Connect breakout harness. Leave retarder control disconnected. Use DMM
to measure resistance.

Checks (page 303).

Turn ignition switch to OFF. Connect breakout box and retarder control breakout harness. Leave ECM and
retarder control disconnected. Use DMM to measure resistance.
5 to E1-67 <5Ω If > 5 Ω, check EBP signal circuit for OPEN.
1 to E1-49 <5Ω If > 5 Ω, check EBP GND circuit for OPEN.
2 to E1-46 <5Ω If > 5 Ω, check EBP VREF circuit for OPEN.
EBP Circuit Operation ECM Pin E1-49. The sensor returns a variable voltage
signal proportional to the measured pressure from Pin
The EBP sensor is a variable capacitance sensor that
5 to ECM Pin E1-67.
is supplied with a 5 V reference voltage at Pin 2 from
ECM Pin E1-46. The sensor is grounded at Pin 1 from
EGES-420
ECL Switch (Engine Coolant Level)

1236 111 2 ECL switch circuit fault
Figure 218 Functional diagram for the ECL switch
The functional diagram for the ECL switch includes the operational if programmed for 3-way warning or
following: 3-way protection.
ï ECL switch
Location
The ECL switch is installed in the vehicle plastic
ï Engine lamp (red) deaeration tank.
Tools
Function
The Engine Interface Module (EIM) monitors engine
coolant level and alerts the operator when coolant is
low. The ECM can be programmed to shut the engine ï IC4 USB Interface Cable (page 447)
off when coolant is low.
Coolant level monitoring is a customer programmable
feature that can be programmed by the Electronic
Service Tool (EST). The coolant level feature is
EGES-420
ECL Switch Pin-point Diagnostics

1236 ECL switch circuit fault ï ECL1 or ECL2 circuit short to GND or OPEN
ï ECL switch
Figure 219 ECL switch circuit diagram

Disconnect ECL switch. Turn ignition switch to ON. Use DMM to measure voltage.
C to GND 5 V +/- 0.5 V If > 5.5 V, check VREF for short to PWR.
B to C 5 V +/- 0.5 V If < 4.5 V, check SIG RTN circuit for OPEN or short to GND.
Do Harness Resistance Check (page 306).
A to GND 5V If < 5 V, check the ECL1 circuit for OPEN or short to GND.
Do Connector Resistance Check to GND (page 306).
D to GND 5V If < 5 V, check the ECL2 circuit for OPEN or short to GND.
Do Connector Resistance Check to GND (page 306).
EGES-420

Turn ignition switch to OFF. Leave sensor disconnected. Use DMM to measure resistance.
A to GND > 1 kΩ If < 1 kΩ, check for short to GND.
C to GND > 1 kΩ If < 1 kΩ, check for short to GND.
B to GND <5Ω If > 5 Ω, check for OPEN circuit. Do Harness Resistance Check (page 306).
D to GND > 1 kΩ If < 1 kΩ, check for short to GND.

Turn ignition switch to OFF. Connect breakout box. Leave EIM and sensor disconnected. Use DMM
to measure resistance.
A to X3-4 <5Ω If > 5 Ω, check for OPEN circuit.
B to X1-6 <5Ω If > 5 Ω, check for OPEN circuit.
C to X1-14 <5Ω If > 5 Ω, check for OPEN circuit.
D to X3-2 <5Ω If > 5 Ω, check for OPEN circuit.
ECL Circuit Operation and X3ñ2. The ECL switch is supplied VREF from
EIM Pin X1ñ14 and SIG GND from Pin X1ñ6.
The ECL switch operates on a capacitance sensing
principle. The probe of the ECL switch is installed in
the plastic deaeration tank and it forms one plate of
the capacitor, while the coolant forms the other plate. The EIM continuously monitors the ECL circuit for
With the coolant present the capacitance is greater in-range faults. The EIM does not detect open or short
than when the coolant is absent. This difference circuits in the ECL system. When the EIM detects an
in capacitance is used by the electronic sensor to in-range fault, a Diagnostic Trouble Code (DTC) sets.
provide a solid-state ON-OFF signal at EIM Pins X3ñ4
EGES-420
ECM Power (Engine Control Module)

1380 158 1 B+ to ECM out-of-range LOW
1381 158 3 B+ to ECM out-of-range spiked HIGH
1382 158 4 B+ to ECM out-of-range spiked LOW
Figure 220 Functional diagram for the ECM PWR
The functional diagram for ECM PWR includes the ECM Location
following:
The ECM is located on the upper left side of the
ï Engine Control Module (ECM) engine.
ï Ignition switch Tools
Function
The ECM requires battery power to operate the
electronic control system. When the ECM receives
the VIGN signal from the ignition switch, the ECM ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
powers up. When the ignition switch is turned off,
the ECM performs internal maintenance through an
internal relay, then disables itself. ï E1-Engine Harness (page 445)
445)
EGES-420
ECM PWR Pin-Point Diagnostics

1380 B+ to ECM out-of-range LOW ï ECM PWR below 7.5 V
ï Charging system fault
ï Low batteries
1381 B+ to ECM out-of-range spiked HIGH ï ECM PWR spiked above 16 V
ï 24 V jump start
1382 B+ to ECM out-of-range spiked LOW ï ECM PWR spiked below 7V, low battery voltage during
engine crank
ï ECM PWR circuit fault
Figure 221 ECM PWR circuit diagram
NOTE: Reference the truck Chassis Electrical

Circuit Diagram Manual and Electrical System
Troubleshooting Guide for vehicle side electrical
system.
EGES-420
Voltage Checks at ECM

Connect breakout box between ECM and vehicle harness. Turn the ignition switch ON. Use DMM to
measure voltage.
E1-1 to GND B+ If < B+, check B+ circuit for OPEN or short to GND, or blown fuse.
E2-36 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse.
E1-3 to GND < 0.5 V If > 0.5 V, check GND circuit for short to PWR.
ECM PWR Circuit Operation Fault Detection / Management

The ECM receives VIGN power at Pin E2-36. The ECM internally monitors battery voltage. When
the ECM continuously receives less than 7.5 V or
B+ is supplied to the ECM through Pins E1-1, E1-7,
more than 19 V, a Diagnostic Trouble Code (DTC)
E1-12, and E1-13.
sets.
The ECM is grounded through Pins E1-3, E1-9, E1-14,
and E1-15.
EGES-420
ECT Sensor (Engine Coolant Temperature)

1114 110 4 ECT signal out-of-range LOW
1115 110 3 ECT signal out-of-range HIGH
Figure 222 Functional diagram for the ECT sensor
The functional diagram for the ECT sensor includes ï Cold Ambient Protection (CAP)
the following:
ï Idle Shutdown Timer (IST)
ï Coolant Control Valve (CCV)
ï Cold idle advance
ï Coolant compensation
The Engine Warning Protection System (EWPS) is
ï Engine Control Module (ECM) an optional feature that can be enabled or disabled.
When the EWPS is enabled, the operator is warned
ï ECT sensor
of an overheat condition and, if programmed, shuts
ï Engine lamp (red) down the engine.
Sensor Location
ï Fuel Injector (INJ)
The ECT sensor is installed in the underside of the
EGR coolant elbow at the back of the engine.
Function
The ECT sensor provides a feedback signal to the
Tools
ECM indicating engine coolant temperature. During
engine operation, the ECM monitors the ECT signal ï Electronic Service Tool (EST) with
to control the following features: MasterDiagnosticsÆ Software (page 447)
ï Instrument panel temperature gauge ï IC4 USB Interface Cable (page 447)
ï Engine Warning and Protection System (EWPS) ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
EGES-420

445)
ECT Sensor Connector End Diagnostics

1114 ECT signal out-of-range LOW ï ECT signal circuit short to GND
ï Failed sensor
1115 ECT signal out-of-range HIGH ï ECT signal OPEN or short to PWR
ï ECT GND circuit OPEN
ï Failed sensor
Figure 223 ECT sensor circuit diagram
2. Monitor sensor voltage. Verify an active 3. Disconnect engine harness from sensor. Inspect
Diagnostic Trouble Code (DTC) for the sensor. connectors for damaged pins, corrosion, or loose
pins using the Pin Grip Inspection (page 199).
DTC goes active.
EGES-420

EST-Monitor ECTv 5V If < 4.5 V, check ECT signal circuit for short to GND. Do
Connector Resistance Checks to GND (page 313).
EST-Monitor ECTv 0V If > 0.25 V, check ECT signal circuit for OPEN. Do Harness
Short breakout harness
across pin 1 and GND
EST-Monitor ECTv 0V If > 0.25 V, check ECT GND circuit for OPEN. Do Harness
across pins 1 and 3
EST-Monitor ECTv < 1.0 V If > 1.0 V, check ECT signal circuit for short to PWR.
Short 500 Ω resistor
across pins 1 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace ECT
sensor.
ECT Sensor Pin-Point Diagnostics
Figure 224 ECT sensor circuit diagram
EGES-420

voltage.
1 to GND 4.5 V to 5 V If < 4.5 V, check for short to GND. Do Connector Resistance
Checks to GND (page 313).
3 to GND 0V If > 0.25 V, check for short to PWR. Do Harness Resistance
Check (page 313).
Connector Resistance Checks to GND

resistance.
Check (page 313).

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor

1 to E1-77 <5Ω If > 5 Ω, check ECT signal for OPEN.
3 to E1-58 <5Ω If > 5 Ω, check ECT GND signal for OPEN.
ECT Circuit Operation the ECM disregards the sensor signal and uses
a calibrated default value. The ECM sets a DTC,
The ECT sensor is a thermistor sensor that is supplied
illuminates the amber engine lamp, and runs the
with a 5 V reference voltage at Pin 1 from ECM Pin
engine in a default range.
E1ñ77. The sensor is grounded at Pin 3 from ECM
Pin E1ñ58. As the coolant temperature increases, the When this occurs, the EWPS, CAP, IST, cold idle
resistance of the thermistor decreases, causing the advance, and coolant temperature compensation
signal voltage to decrease. features are disabled.

The ECM continuously monitors the control system.
If the sensor signal is higher or lower than expected,
EGES-420
ECT2 Sensor (Engine Coolant Temperature 2)

1635 7311 4 ECT2 signal out-of-range LOW
1636 7311 3 ECT2 signal out-of-range HIGH
Figure 225 Functional diagram for the ECT2 sensor
The functional diagram for the ECT2 sensor includes Sensor Location
the following:
The ECT2 sensor is installed in the Charge Air Cooler
ï Coolant Control Valve (CCV) (CAC) coolant return pipe on the upper right side of
the engine.
Tools
ï ECT2 sensor MasterDiagnosticsÆ Software (page 447)
ï Engine lamp (red) ï IC4 USB Interface Cable (page 447)
ï Exhaust Gas Recirculation (EGR) control valve ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
ï Fuel Injector (INJ) ï 3-Banana Plug Harness (page 439)
Function
The ECT2 signal is monitored by the ECM for
operation of coolant temperature compensation, ï E1-Engine Harness (page 445)
charge air temperature control, optional Engine
Warning Protection System (EWPS), and the wait to
445)
start lamp.
EGES-420
ECT2 Sensor Connector End Diagnostics

1635 ECT2 signal out-of-range LOW ï ECT2 signal circuit short to GND
ï Failed sensor
1636 ECT2 signal out-of-range HIGH ï ECT2 signal OPEN or short to PWR
ï SIG GND circuit OPEN
ï Failed sensor
Figure 226 ECT2 sensor circuit diagram
pins using Pin Grip Inspection (page 199). Repair
if necessary.
DTC goes active.
EGES-420

PID and DMM to measure voltage.
EST-Monitor ECTv 5V If < 4.5 V, check ECT2 signal circuit for short to GND. Do
EST-Monitor ECTv 0V If > 0.25 V, check ECT2 signal circuit for OPEN. Do Harness
EST-Monitor ECTv 0V If > 0.25 V, check ECT2 GND circuit for OPEN. Do Harness
across pins 1 and 3
EST-Monitor ECTv < 1.0 V If > 1.0 V, check ECT2 signal circuit for short to PWR.
across pins 1 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace ECT2
sensor.
ECT2 Sensor Pin-Point Diagnostics
Figure 227 ECT2 sensor circuit diagram
EGES-420

voltage.
3 to GND 0V If > 0.25 V, check for short to PWR. Do Harness Resistance
Checks (page 317).

resistance.
1 to GND > 1 kΩ If < 1 kΩ, check for short to GND. Do Harness Resistance
Check (page 317).
Check (page 317).


1 to E1-84 <5Ω If > 5 Ω, check ECT2 signal for OPEN.
3 to E1-65 <5Ω If > 5 Ω, check ECT2 GND signal for OPEN.
ECT2 Circuit Operation Fault Detection / Management

The ECT2 sensor is a thermistor sensor that is The ECM continuously monitors the control system.
supplied with a 5 V reference voltage at Pin 1 from If the sensor signal is higher or lower than expected,
ECM Pin E1ñ84. The sensor is grounded at Pin 3 the ECM disregards the sensor signal and uses
from ECM Pin E1ñ65. As the coolant temperature a calibrated default value. The ECM sets a DTC,
increases, the resistance of the thermistor decreases, illuminating the amber engine lamp, and runs the
causing the signal voltage to decrease. engine in a default range.
EGES-420
EFP Sensor (Engine Fuel Pressure)

1136 94 4 EFP signal out-of-range LOW
1137 94 3 EFP signal out-of-range HIGH
2371 94 0 Fuel pressure above normal
2372 94 1 Fuel pressure below normal
Figure 228 Functional diagram for the EFP sensor
The functional diagram for the EFP sensor includes Sensor Location
the following:
The EFP sensor is installed on the front side of the
ï EFP sensor fuel filter housing assembly.
ï Engine lamp (amber) ï Electronic Service Tool (EST) with
Function
The EFP sensor measures fuel pressure between
the low pressure fuel pump and the filter cartridge.
The EFP sensor provides a feedback signal to the ï 3-Banana Plug Harness (page 439)
ECM indicating engine fuel pressure. During engine
operation, if pressure is not satisfactory, the ECM
turns on the amber FUEL lamp to alert the operator ï 180-Pin Breakout Box (page 440)
when the fuel filter needs servicing.
445)
ï 4-Pin Round Gray Breakout Harness (page 439)
EGES-420
EFP Sensor End Diagnostics

1136 EFP signal out-of-range LOW ï EFP signal circuit OPEN or short to GND
ï EFP VREF circuit short to GND or OPEN
ï Failed sensor
1137 EFP signal out-of-range HIGH ï EFP signal circuit short to PWR
ï EFP GND circuit OPEN
ï Failed sensor
2371 Fuel pressure above normal ï Biased EFP sensor or circuit
ï Restricted fuel return line
ï Regulator valve
2372 Fuel pressure below normal ï Biased EFP sensor or circuit
ï Restricted fuel filter
ï Regulator valve
ï Low fuel supply level
Figure 229 EFP sensor circuit diagram
1. Using EST, open the D_ContinuousMonitor.ssn. 2. Monitor sensor voltage. Verify an active
DTC goes active.
EGES-420

if necessary.
4. Connect breakout harness to engine harness.

EST ñ Monitor EFPv 0V If > 0.25 V, check EFP signal circuit for short to PWR
DMM ó Measure volts 5.0 V +/- 0.5 V If > 5.5 V, check EFP VREF for short to PWR.
1 to GND If < 4.5 V, check EFP VREF for OPEN or short to GND. Do
EST ñ Monitor EFPv 5V If < 4.5 V, check EFP signal for OPEN. Do Harness
DMM ó Measure 5 V +/- 0.5 V If < 4.5 V, check EFP GND for OPEN. Do Harness
1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EFP
sensor.
EFP Sensor Pin-Point Diagnostics
Figure 230 EFP sensor circuit diagram
EGES-420

voltage.
1 to GND 5V If > 5.5 V, check EFP VREF for short to PWR.
If < 4.5 V, check EFP VREF for OPEN or short to GND. Do
2 to GND 0V If > 0.25 V, check EFP GND circuit for short to PWR.
3 to GND 0V If > 0.25 V, check EFP signal circuit for short to PWR.

resistance.

Check (page 368).

1 to E1-40 <5Ω If > 5 Ω, check EFP VREF circuit for OPEN.
2 to E1-37 <5Ω If > 5 Ω, check EFP GND circuit for OPEN.
3 to E1-20 <5Ω If > 5 Ω, check EFP signal circuit for OPEN.
EFP Circuit Operation ECM Pin E1-37 and returns a variable voltage signal
proportional to the measured pressure from Pin 3 to
The EFP sensor is a variable capacitance sensor that
ECM Pin E1-20.
EGES-420
EGDP Sensor (Exhaust Gas Differential Pressure)

1729 3251 4 EGDP signal out-of-range LOW
1731 3251 3 EGDP signal out-of-range HIGH
2732 3251 2 EGDP stuck in-range fault
Figure 231 Functional diagram for the EGDP sensor
The functional diagram for the EGDP sensor includes (EGT1), Exhaust Gas Temperature 2 (EGT2) and
the following: Exhaust Gas Temperature 3 (EGT3).
ï Aftertreatment Control Module (ACM)
Sensor Location
ï EGDP sensor
The EGDP sensor is a differential pressure sensor
ï Aftertreatment Fuel Supply (AFS) valve with two tap-offs installed past the turbocharger. A
tap-off is located before and after the DPF.
Tools
ï Engine lamp
Function ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
The EGDP sensor provides a feedback signal to the ï 3-Banana Plug Harness (page 439)
ACM indicating the pressure difference between the
inlet and outlet of the Diesel Particulate Filter (DPF).
During a catalyst regeneration, the ACM monitors ï 180-Pin Breakout Box (page 440)
this sensor along with three aftertreatment system
temperature sensors, Exhaust Gas Temperature 1
ï EGDP Breakout Harness (page 445)
EGES-420
EGDP Sensor End Diagnostics

1729 EGDP signal out-of-range LOW ï EGDP signal circuit OPEN or short to GND
ï VREF circuit OPEN or short to GND
ï Failed sensor
1731 EGDP signal out-of-range HIGH ï EGDP signal short to PWR
ï Failed sensor
2732 EGDP stuck in-range fault ï Biased circuit or sensor
ï EGDP sensor tubes restricted, open, or assembled
incorrectly
Figure 232 EGDP sensor circuit diagram
if necessary.
DTC goes active.
EGES-420

EST ñ Monitor EGDPv 0V If > 0.25 V, check EGDP signal circuit for short to PWR
DMM ó Measure volts 5.0 V +/- 0.5 V If > 5.5 V, check VREF for short to PWR.
EST ñ Monitor EGDPv 5V If < 4.5 V, check EGDP signal circuit for OPEN. Do Harness
DMM ó Measure 5 V +/- 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
1 to 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EGDP
sensor.
EGES-420
EGDP Sensor Pin-Point Diagnostics
Figure 233 EGDP sensor circuit diagram

voltage.
1 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
2 to GND 0V If > 0.25 V, check EGDP for short to PWR

resistance.
Check (page 326).
EGES-420

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ACM and sensor
1 to B-1 <5Ω If > 5 Ω, check SIG RTN circuit for OPEN.
2 to B-18 <5Ω If > 5 Ω, check EGPD circuit for OPEN.
3 to B-24 <5Ω If > 5 Ω, check VREF signal circuit for OPEN.
EGDP Sensor Circuit Operation ACM Pin B-24. The sensor is grounded at Pin 1 from
ACM Pin B-1 and returns a variable voltage signal
The EGDP sensor is a differential pressure sensor that
from Pin 2 to ACM Pin B-18.
EGES-420
EGR Control Valve (Exhaust Gas Recirculation)

2391 2791 11 EGR internal circuit failure
6262 2791 5 EGR control valve open circuit
Figure 234 Functional diagram for the EGR system
The functional diagram for the EGR system includes burn again. This cools the combustion process and
the following: reduces the formation of NOX.
Component Location
EGR control valve is installed on top of the coolant
ï Exhaust Gas Recirculation Position (EGRP) elbow (upper).
sensor
Tools
ï EGR control valve
ï Manifold Absolute Pressure/Intake Air MasterDiagnosticsÆ Software (page 447)
Temperature 2 (MAP/IAT 2) sensor
ï Exhaust Lambda Sensor (ELS)
EGR throttle valve function ï 4-Pin Round Black Breakout Harness (page 439)
Oxides of nitrogen (NOX) in the atmosphere contribute ï 180-Pin Breakout Box (page 440)
to the production of smog. NOX is formed when
temperatures in the combustion chamber get too hot.
The EGR system is used to reduce the amount of
445)
NOX created by the engine. The EGR control valve
recirculates exhaust back into the intake stream. ï Terminal Test Adapter Kit (page 448)
Exhaust gases that have already burned do not
EGES-420
EGR Connector End Diagnostics

2391 EGR valve internal circuit failure ï EGR control valve circuit fault
ï EGR control valve fault
6262 EGR control valve open circuit ï EGR control open circuit
ï EGR control valve fault
Figure 235 EGR control valve circuit diagram

6. Visually monitor EGR throttle valve actuator
linkage movement.
ï If linkage moves through its full travel, the
ï If linkage does not move full travel, check for
mechanical problem such as sticking linkage,
2. Connect the EST with MasterDiagnosticsÆ low actuator supply pressure, plugged or
software. open air supply hose.
3. Verify correct engine is selected and launch EST. ï If the linkage does not move at all, do
Connector Voltage Check (page 329).
EGES-420

Connect breakout harness to harness and leave EGR control valve disconnected. Turn ignition switch ON.
1 to battery positive B+ If < B+, check for OPEN EGR GND circuit.

Connect breakout harness between EGR control valve and harness. Run Actuator Test. Use DMM to
Actuator state LOW 1 V +/- 0.5 V If > 1.5 V, check for OPEN circuit or EGR control valve.

Turn ignition switch OFF. Connect breakout harness to EGR control valve and leave engine harness
1 to 2 4 Ω to 8 Ω If not within specification, replace the EGR control valve.
EGES-420

Turn ignition switch OFF. Connect ECM breakout box and breakout harness to harness and leave EGR
control valve and ECM disconnected. Use DMM to measure resistance.

actuator supply psi, damaged air supply hoses, failed EGR throttle valve actuator or sticky linkage, and the
actuator does not actuate, replace EGR control valve.
cycles to 1 (on).
ï ECM actuators:
ECM Actuators
valve
ï EIM actuators:
ACM Actuators
ï ACM actuators:
EIM Actuators
EGES-420
EGRP Sensor (Exhaust Gas Recirculation

Position)

1163 2791 4 EGRP signal out-of-range LOW
1164 2791 3 EGRP signal out-of-range HIGH
6259 2791 7 EGR valve unable to achieve commanded position
6260 2791 0 EGRP unable to detect close position
6270 2791 14 EGRP valve stuck open
6271 2791 12 EGRP valve stuck closed
Figure 236 Functional diagram for the EGRP sensor
The functional diagram for the EGRP sensor includes and provides an EGR throttle valve actuator position
the following: signal to the ECM.
Component Location
ï EGR control valve
The EGRP sensor is integrated into the EGR throttle
ï EGRP sensor valve actuator which is part of the EGR throttle valve.
The EGR throttle valve is located on the rear of the
ï Exhaust Lambda Sensor (ELS)
EGR module.
Tools
Function ï Electronic Service Tool (EST) with
The EGRP sensor is integrated into the EGR throttle
valve actuator and uses compressed air controlled by ï IC4 USB Interface Cable (page 447)
the EGR control valve. The EGRP sensor monitors
EGES-420
ï EGR Position and ITV Breakout Harness (page

445)
445)
EGRP Sensor Connector End Diagnostics

1163 EGRP signal out-of-range LOW ï EGRP circuit short to GND
ï Failed sensor
1164 EGRP signal out-of-range HIGH ï EGRP circuit OPEN or short to PWR
ï Failed sensor
6259 EGR valve unable to achieve ï Air supply or mechanical linkage fault
commanded position
ï Failed EGRP sensor
ï Failed EGR control valve
6260 EGRP unable to detect close position ï Air supply or mechanical linkage fault
ï Failed EGRP sensor
ï Failed EGR control valve
6270 EGRP value stuck open ï Air supply or mechanical linkage fault
ï EGRP sensor or circuit fault
ï EGR control valve or circuit fault
6271 EGRP value stuck closed ï Air supply or mechanical linkage fault
ï EGRP sensor or circuit fault
ï EGR control valve or circuit fault
EGES-420
Figure 237 EGRP sensor circuit diagram
ï If linkage moves through its full travel,

WARNING: To prevent personal injury or proceed to the next step
7. Using EST, open the D_ContinuousMonitor.ssn.
2. Connect the EST with MasterDiagnosticsÆ and all wires at suspected locations. If the
software. circuit is interrupted, the PID spikes and the
DTC goes active.
connector for damaged pins, corrosion, or lose
6. Visually monitor EGR throttle valve actuator pins using Pin Grip Inspection (page 199). Repair
linkage movement. if necessary.
ï If the linkage does not move at all, go to EGR 10. Connect breakout harness to engine harness.
Control Valve (Exhaust Gas Recirculation) Leave sensor disconnected.
(page 327).
ï If linkage does not move full travel, check for
mechanical problem such as sticking linkage,
low actuator supply pressure, plugged or
open air supply hose.
EGES-420
Connector Circuit Checks

Connect sensor breakout harness. Leave sensor disconnected. Turn the ignition switch to ON. Use EST to
verify correct DTC goes active when corresponding fault is induced. Used DMM to measure circuits.
EST ñ Monitor EGRPv 5V If < 4.5 V, check EGRP signal circuit for short to GND. Do
DMM ñ Measure volts 5.0 V +/- 0.5 V If > 5.5 V, check EGR VREF for short to PWR.
2 to GND If < 4.5 V, check EGR VREF for OPEN or short to GND. Do
DMM ñ Measure 5 V +/- 0.5 V If < 4.5 V, check EGRP GND for OPEN. Do Harness
2 to 4
EST ñ Monitor EGRPv 0V If > 0.5 V, check EGRP signal for OPEN or short to PWR.
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EGRP
throttle valve.
EGRP Sensor Pin-Point Diagnostics
EGES-420

Connect breakout harness to engine harness and leave EGR control valve disconnected. Turn ignition
switch ON. Use DMM to measure voltage.
3 to GND 5V If < 4.5 V, check EGRP signal circuit for short to GND.
2 to GND 5V If > 5.5 V, check EGR VREF for short to PWR.
If < 4.5 V, check EGR VREF for OPEN or short to GND. Do
4 to GND 0V If > 0.25 V, check EGR GND for short to PWR.

resistance.


4 to E1-39 <5Ω If > 5 Ω, check EGR GND circuit for OPEN.
2 to E1-32 <5Ω If > 5 Ω, check EGR VREF circuit for OPEN.
3 to E1-87 <5Ω If > 5 Ω, check EGRP circuit for OPEN.
actuator supply psi, damaged air supply hoses, failed EGR throttle valve actuator or sticky linkage, and the
actuator does not actuate, replace EGR throttle valve.

Turn Ignition switch to ON. Run Actuator Test. Use EST to monitor S_EGRP Volts and EGR Position
PIDs or DMM to measure EGRP signal voltage.
Test Point Actuator State Volts Position
3 to GND or E1-87 to LOW 0.7 V 0.00%
GND
HIGH 3.9 V 98.8%
EGES-420
EGRP Sensor Circuit Operation
Fault Detection / Management (AFD) valve are commanded to 100%, then drop
The ECM continuously monitors the EGR system. If
EGRP sensor signal is higher or lower than expected,
the ECM disregards the sensor signal and uses a
calibrated default value. The ECM sets a DTC and
EIM Actuators
illuminates the amber engine lamp.
cycles to 1 (on).
ï ECM actuators:
ECM Actuators
valve
ï EIM actuators:
ACM Actuators
EGES-420
ï ACM actuators:
EGES-420
EGT1 Sensor (Exhaust Gas Temperature 1)

1737 3241 4 EGT1 signal out-of-range LOW
1738 3241 3 EGT1 signal out-of-range HIGH
2675 3241 2 EGT1 signal in-range fault
6813 3241 0 EGT1 or EGT2 high temp without regen
Figure 240 Functional diagram for the EGT1 sensor
The functional diagram for the EGT1 sensor includes inlet temperature. Before and during a catalyst
the following: regeneration, the ACM monitors this sensor along
with the Exhaust Gas Temperature 2 (EGT2) sensor,
Exhaust Gas Temperature 3 (EGT3) sensor and the
ï Engine lamp (amber) Exhaust Gas Differential Pressure (EGDP) sensor.
ï EGT1 sensor
Sensor Location
The EGT1 sensor is the first temperature sensor
ï Exhaust Gas Recirculation (EGR) control valve installed past the turbocharger and just before the
DOC.
Function
The EGT1 sensor provides a feedback signal to the
ACM indicating Diesel Oxidation Catalyst (DOC)
EGES-420
Tools
441)
EGT1 Sensor End Diagnostics

1737 EGT1 signal out-of-range LOW ï EGT1 signal circuit short to GND
ï Failed sensor
1738 EGT1 signal out-of-range HIGH ï EGT1 signal OPEN or short to PWR
ï Failed sensor
2675 EGT1 signal in-range fault ï EGT1 biased sensor or circuit
6813 EGT1 or EGT2 high temp without regen ï EGT1 or EGT2 biased sensor or circuit
ï Engine over-fueling
ï Fuel leaking into exhaust
EGES-420
Figure 241 EGT1 circuit diagram

1. Using EST, open the D_ContinuousMonitor.ssn. if necessary.
2. Monitor sensor voltage. Verify an active 4. Connect breakout harness to engine harness.
Diagnostic Trouble Code (DTC) for the sensor. Leave sensor disconnected.
DTC goes active.
EGES-420

PID during Continuous Monitor test.
EST - Monitor EGT1v 5V If < 4.5 V, check EGT1 signal for short to GND. Do
EST - Monitor EGT1v 0V If > 0.25 V, check EGT1 signal circuit for OPEN. Do Harness
across pins 1 and GND
EST - Monitor EGT1v 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
across pins 1 and 2
EST - Monitor EGT1v < 1.0 V If > 1.0 V, check EGT1 signal circuit for short to PWR.
Short 500-Ohm resistor
across pins 1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EGT1
sensor.
EGT1 Sensor Pin-Point Diagnostics
Figure 242 EGT1 sensor circuit diagram
EGES-420

voltage.
1 to GND 0V If > 0.25 V, check for short to PWR.
2 to GND 4.5 V to 5 V If < 4.5 V, check short to GND. Do Connector Resistance

resistance.
Check (page 342).
Check (page 342).


1 to B-1 <5Ω If > 5 Ω, check SIG GND signal for OPEN.
2 to B-12 <5Ω If > 5 Ω, check EGT1 signal for OPEN.
EGT1 Circuit Operation Fault Detection / Management

The EGT1 is a thermistor sensor that is supplied The ACM continuously monitors the control system.
with a 5 V reference voltage at Pin 2 from ACM Pin If the sensor signal is higher or lower than expected,
B-12. The sensor is grounded at Pin 1 from ACM Pin the ACM disregards the sensor signal and uses
B-1. As temperature increases, the resistance of the a calibrated default value. The ACM sets a DTC,
thermistor decreases, causing the signal voltage to illuminates the amber engine lamp, and runs the
decrease. engine in a default range.
EGES-420

6813 3241 0 EGT1 or EGT2 high temp without regen
The functional diagram for the EGT2 sensor includes Sensor Location
the following:
The EGT2 sensor is the second exhaust temperature
ï Aftertreatment Control Module (ACM) sensor installed downstream of the turbocharger. It is
located between the Diesel Oxidation Catalyst (DOC)
and the DPF.
ï EGT2 sensor
Tools
ï Exhaust Gas Recirculation (EGR) control valve MasterDiagnosticsÆ Software (page 447)
ï Intake Throttle Valve (ITV) ï IC4 USB Interface Cable (page 447)
Function
the ACM indicating Diesel Particulate Filter (DPF) ï 500 Ohm Resistor Harness (page 441)
inlet temperature. Before and during a catalyst
regeneration, the ACM monitors this sensor along
with the Exhaust Gas Temperature 1 (EGT1) sensor, ï Aftertreatment Harness (page 441)
Exhaust Gas Temperature 3 (EGT3) sensor and the
Exhaust Gas Differential Pressure (EGDP) sensor.
EGES-420

441)

ï Failed sensor
ï Failed sensor
6813 EGT1 or EGT2 high temp without regen ï EGT1 or EGT2 biased sensor or circuit
ï Engine over-fueling
ï Fuel leaking into exhaust

WARNING: To prevent personal injury or Diagnostic Trouble Code (DTC) for the sensor.
and hot engine surfaces. ï If DTC is inactive, monitor the Parameter
1. Using EST, open the D_ContinuousMonitor.ssn. and all wires at suspected location. If the
DTC goes active.
EGES-420

if necessary.

across pins 1 and 2
Short 500-Ohm resistor
across pins 1 and 2
sensor.
EGES-420

voltage.

resistance.
Check (page 346).
Check (page 346).


EGT2 Sensor Circuit Operation Fault Detection / Management

The EGT2 sensor is a thermistor sensor that is The ACM continuously monitors the control system.
ACM Pin B-15. The sensor is grounded at Pin 1 the ACM disregards the sensor signal and uses
from ACM Pin B-1. As temperature increases, the a calibrated default value. The ACM sets a DTC,
resistance of the thermistor decreases, causing the illuminates the amber engine lamp, and runs the
signal voltage to decrease. engine in a default range.
EGES-420

The functional diagram for the EGT3 sensor includes outlet temperature. Before and during a catalyst
the following: regeneration, the ACM monitors this sensor along
with the Exhaust Gas Temperature 1 (EGT1) sensor,
Exhaust Gas Temperature 2 (EGT2) sensor and
ï Engine lamp (amber) Exhaust Gas Differential Pressure (EGDP) sensor.
ï EGT3 sensor
Sensor Location
The EGT3 sensor is the third exhaust temperature
ï Exhaust Gas Recirculation (EGR) control valve sensor installed downstream of the turbocharger. It
is located just after the DPF.
Function
the ACM indicating Diesel Particulate Filter (DPF)
EGES-420
Tools
441)

ï Failed sensor
ï Failed sensor
EGES-420

DTC goes active.
if necessary.

across pins 1 and 2
Short 500 Ohm resistor
across pins 1 and 2
sensor.
EGES-420

voltage.

resistance.
Check (page 350).
Check (page 350).


EGES-420
EGT3 Sensor Circuit Operation Fault Detection / Management

The EGT3 sensor is a thermistor sensor that is The ACM continuously monitors the control system.
ACM Pin B-14. The sensor is grounded at Pin 1 the ACM disregards the sensor signal and uses
from ACM Pin B-1. As temperature increases, the a calibrated default value. The ACM sets a DTC,
resistance of the thermistor decreases, causing the illuminates the amber engine lamp, and runs the
signal voltage to decrease. engine in a default range.
EGES-420
EIM/ACM Power (Engine Interface

Module/Aftertreatment Control Module)

1112 168 3 B+ to EIM out-of-range HIGH
1113 168 4 B+ to EIM out-of-range LOW
Figure 249 Functional diagram for the EIM/ACM Power
The functional diagram for EIM/ACM Power includes When the ignition switch is turned off, the EIM
the following: performs internal maintenance, then disables the
EIM/ACM main power relay.
ï ACM
ï EIM/ACM main power relay Component Location
ï EIM The EIM/ACM relay is located inside the cab in the
main fuse/relay block.
ï Ignition switch
The ACM is located on the inside of the left frame rail,
ï Fuses
adjacent to the flywheel housing.
Function The EIM is located on the left side of the engine behind
the fuel filter housing assembly.
The ACM and EIM require battery power to
operate the electronic control system and perform Tools
maintenance after the ignition switch is turned off. To
do this, the EIM must control its own power supply.
When the EIM receives the VIGN signal from the
ignition switch, it enables the relay to power-up. ï IC4 USB Interface Cable (page 447)
EGES-420
ï Digital Multimeter (DMM) (Fluke 88V) (page 444) ï Aftertreatment Harness (page 441)
ï 96-Pin Breakout Box ñ DLC II (page 440) ï EIM Power Relay Breakout Harness (page 446)
ï 180-Pin Breakout Box (page 440) ï Terminal Test Adapter Kit (page 448)
EGES-420
EIM/ACM Power Pin-Point Diagnostics

1112 B+ to EIM out-of-range HIGH ï EIM PWR above 17 volts
1113 B+ to EIM out-of-range LOW ï EIM PWR below 7.5 volts
ï Low discharged batteries
ï High resistance in EIM powering circuits (EIM PWR,
EIM GND, or VIGN)
ï Failed EIM Relay
Figure 250 EIM/ACM Power circuit diagram
EGES-420
NOTE: Refer to the truck Chassis Electrical

Circuit Diagram Manual and Electrical System
Troubleshooting Guide for vehicle side electrical
system.
Voltage Checks at Relay

Connect relay breakout harness between relay and relay socket. Turn the ignition switch ON. Use DMM to
measure voltage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before removing main power relay or any
EIM connector supplying power to the EIM. Failure to turn the ignition switch to OFF causes a voltage spike
and damage to electrical components.
86 to GND B+ If 0 V, check power circuit to relay coil for OPEN or short to GND, or blown
fuse.
If < B+, check for failed circuitry between batteries and relay. Do Relay
Power Circuit Harness Resistance Check (page 356).
30 to GND B+ If 0 V, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
If < B+, check for failed circuitry between batteries and relay. Do Relay
85 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Do Relay
87 to GND B+ If < B+, replace relay.
Voltage Checks at EIM

Connect breakout box between EIM and vehicle harness. Turn the ignition switch ON. Use DMM to measure
voltage at battery GND or PWR.
X3-3 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse.
X3-6 to PWR B+ If < B+, check GND for OPEN circuit. Do EIM Harness Resistance Check
X3-7 to PWR B+ (page 356).
X3-5 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Do EIM
X4-1 to GND B+ If < B+, check for OPEN circuit, failed relay, or blown fuse. Do EIM Harness
X4-2 to GND B+ Resistance Check (page 356).
EGES-420
Voltage Checks at ACM

Connect breakout box between ACM and vehicle harness. Turn the ignition switch ON. Use DMM to
measure voltage at battery GND or PWR.
A-16 to PWR B+ If < B+, check GND for OPEN circuit. Do ACM Harness Resistance Check
B-17 to PWR B+ (page 356).
B-8 to GND B+
If < B+, check for OPEN circuit, failed relay, or blown fuse. Do ACM
B-22 to GND B+
A-23 to GND B+
EIM Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and relay breakout harness. Leave EIM, EIM/ACM Main
Power relay disconnected. Use DMM to measure resistance.
X3-5 to 85 <5Ω If > 5 Ω, check MPR control circuit for OPEN.
X3-5 to GND > 1 kΩ If < 1 kΩ, check MPR control circuit for short to GND.
X4-1 to 87 <5Ω If > 5 Ω, check EIM PWR circuit for OPEN.
X4-1 to GND > 1 kΩ If < 1 kΩ, check EIM PWR circuit for short to GND.
X4-2 to 87 <5Ω If > 5 Ω, check EIM PWR circuit for OPEN.
X4-2 to GND > 1 kΩ If < 1 kΩ, check EIM PWR circuit for short to GND.
X3-6 to GND <5Ω If > 5 Ω, check EIM GND circuit for OPEN.
X3-7 to GND <5Ω If > 5 Ω, check EIM GND circuit for OPEN.
ACM Harness Resistance Check

Turn ignition switch to OFF. Connect breakout box and relay breakout harness. Leave ACM, EIM/ACM Main
Power relay disconnected. Use DMM to measure resistance.
B-8 to 87 <5Ω If > 5 Ω, check ACT PWR circuit for OPEN.
B-8 to GND > 1 kΩ If < 1 kΩ, check ACT PWR circuit for short to GND.
B-22 to 87 <5Ω If > 5 Ω, check ACT PWR circuit for OPEN.
B-22 to GND > 1 kΩ If < 1 kΩ, check ACT PWR circuit for short to GND.
A-23 to 87 <5Ω If > 5 Ω, check ACT PWR circuit for OPEN.
A-23 to GND > 1 kΩ If < 1 kΩ, check ACT PWR circuit for short to GND.
A-16 to GND <5Ω If > 5 Ω, check ACM GND circuit for OPEN.
B-17 to GND <5Ω If > 5 Ω, check ACM GND circuit for OPEN.
EGES-420
Harness Resistance Checks on Relay Power Circuits

Turn ignition switch to OFF. Disconnect both battery GND cables. Use DMM to measure resistance.
WARNING: To prevent personal injury or death, always disconnect main negative battery cable
first. Always connect the main negative battery cable last.
Relay (30) to <5Ω If > 5 Ω, check for OPEN circuit or blown fuse.
battery positive
post
Relay (30) to GND > 1 kΩ If < 1 kΩ, check for short to GND.
Relay (86) to <5Ω If > 5 Ω, check for OPEN circuit or blown fuse.
battery positive
post
Relay (86) to GND > 1 kΩ If < 1 kΩ, check for short to GND.
EIM/ACM Power Circuit Operation The EIM is grounded through Pins X3-6 and X3-7.
The ACM is grounded through Pins B-17 and A-16.
The EIM receives VIGN power at Pin X3-3. This
signals the EIM to provide a ground path MPR from
Fault Detection Management
Pin X3-5 to 85 to switch the EIM/ACM Main Power
relay. Switching the relay provides power from the The Engine Interface Module (EIM) internally monitors
battery positive terminal through one fuse and relay battery voltage. When the EIM continuously receives
contacts 30 and 87 to EIM Pins X4-1, X4-2 and ACM less than 7 V or more than 17.5 V, a Diagnostic Trouble
Pins B-8, B-22 and A-23. Code (DTC) is set.
EGES-420
ELS (Exhaust Lambda Sensor)

1618 1119 0 Lambda Sensor correction value above
normal
1619 1119 1 Lambda Sensor not plausible
1620 1119 2 Lambda Sensor circuit intermittent contact
1621 1119 5 Lambda Sensor monitoring below lower
limit
1622 1119 7 Lambda Sensor circuit fault
1623 1119 11 Lambda heater circuit fault
1624 7319 16 Lambda Temp calculation above normal
1625 7319 17 Lambda Temp calculation below normal
1626 7319 18 Lambda Temp calibration calculation value
above normal
1627 7319 19 Lambda Temp calibration calculation value
below normal
1628 1119 22 Lambda Sensor Temp above maximum
1629 1119 12 Lambda Sensor not detected in exhaust
system
1630 1119 15 Lambda Sensor SPI communication error
status
Figure 251 Functional diagram for ELS
EGES-420
The functional diagram for the ELS includes the

following:
ï ELS
ï Engine fueling calibration
Function
The Exhaust Lambda Sensor (ELS) is an emission
control feedback sensor. The ELS is used to
monitor the amount of oxygen entering the exhaust
system. The Engine Control Module (ECM) uses this
information to control engine fueling and Exhaust Gas
Recirculation (EGR) operation.
Component Location
The ELS is located on the right side of the engine
and is installed on the turbo exhaust pipe before the
Aftertreatment Fuel Injector (AFI).
Tools
ï ELS and V8 EGR Breakout Harness (page 446)
445)
ELS Connector End Diagnostics

1618 Lambda Sensor correction value ï Correction value above 200 mV for more then 2
above normal seconds
ï Intermittent circuit fault
ï Failed ELS sensor
EGES-420
1619 Lambda Sensor not plausible ï Lambda sensor signal changed more than 5 V within 2
seconds
ï Intermittent open or short circuit
1620 Lambda Sensor circuit intermittent ï Lambda sensor intermittent circuit fault
contact
1621 Lambda sensor monitoring below ï Lambda sensor circuit fault
lower limit
ï Failed sensor
1622 Lambda Sensor circuit fault ï Lambda sensor below 0.2 V
1623 Lambda heater circuit fault ï Lambda heater circuit fault
ï Failed sensor
1624 Lambda Temp calculation above ï Lambda temp above 800∞C (1472∞F) for 60 seconds
normal
ï Plugged exhaust
ï Over-fueling
ï Biased sensor
1625 Lambda Temp calculation below ï Lambda temperature below 650°C (1202°F) for 60
normal seconds when it should be fully warmed up.
ï Failed Lambda heater or circuit fault
1626 Lambda Temp calibration calculation ï Biased ELS sensor or circuit
value above normal
1627 Lambda Temp calibration calculation ï Biased ELS sensor or circuit
value below normal
1628 Lambda Sensor Temp above maximum ï Lambda temp above 800∞C (1472∞F) for 60 seconds
ï Plugged exhaust
ï Over-fueling
ï Biased sensor
1629 Lambda sensor not detected in ï Lambda sensor internal resistance has changed more
exhaust system than 1500 Ω
ï Circuit faults
ï Failed sensor
1630 Lambda Sensor SPI communication ï Biased ELS sensor or circuit
error status
EGES-420
Figure 252 ELS circuit diagram
EGES-420

Turn ignition switch to ON. Use DMM to measure voltage.
1 to GND 2.82 V +/- 1 V If < specification, check for
OPEN or short to GND.
If > specification, check for
short to PWR.
short to PWR.
short to PWR.
4 to GND 0V If > 0 V, check for short to
PWR.
short to PWR.
short to PWR.
If measurements are within specification, do Harness Resistance Check (page 362).

Turn ignition switch to OFF. Connect the ECM breakout box. Leave ECM and ELS disconnected.
1 to E2-24 <5Ω If > 5 Ω, check ELSPCUR for OPEN in circuit.

1 to GND > 1 kΩ If < 1 kΩ, check ELSPCUR for short to GND.
2 to E2-23 <5Ω If > 5 Ω, check ELSVGND for OPEN in circuit.

2 to GND > 1 kΩ If < 1 kΩ, check ELSVGND for short to GND.
3 to E2-8 <5Ω If > 5 Ω, check ELSHTR for OPEN in circuit.
3 to GND > 1 kΩ If < 1 kΩ, check ELSHTR for short to GND.
EGES-420
Harness Resistance Check (cont.)

4 to E2-5 <5Ω If > 5 Ω, check ELSHTR GND for OPEN in circuit.
4 to GND > 1 kΩ If < 1 kΩ, check ELSHTR GND for short to GND.
5 to E2-31 <5Ω If > 5 Ω, check ELSTRIM for OPEN in circuit.
5 to GND > 1 kΩ If < 1 kΩ, check ELSTRIM for short to GND.
6 to E2-30 <5Ω If > 5 Ω, check ELS for OPEN in circuit.
6 to GND > 1 kΩ If < 1 kΩ, check ELS for short to GND.
If measurements are in specification, replace the ELS.
EGES-420
ELS Operation ï Exhaust Gas Temperature above 100∞C (212∞F)

for 10 seconds.
The ELS monitors exhaust emissions and operates
in an open loop/closed loop system. The system Once the above conditions are met, the ECM enables
remains in open loop until the following conditions are the ELS internal heater and raises sensor temperature
met: above 750∞C (1,382∞F) and goes into closed loop
operation.
ï No active Engine Coolant Temperature (ECT) or
ELS fault codes.
Actuator Test
ï Engine Speed above 500 rpm.
The actuator test will not cycle the Fuel Pressure
ï Battery voltage above 10.8 V.
Control Valve (FPCV) or Exhaust Lambda Sensor
ï Engine Coolant Temperature above 40∞C (104∞F). (ELS) heater.
EGES-420
EOP Sensor (Engine Oil Pressure)

1211 100 4 EOP signal out-of-range LOW
1212 100 3 EOP signal out-of-range HIGH
2310 100 10 EOP abnormal rate of change
2311 100 0 EOP above maximum
Figure 253 Functional diagram for the EOP sensor
The functional diagram for the EOP sensor includes Sensor Location
the following:
The EOP sensor is installed in the side of the oil
ï EOP sensor module, on the right side of the engine.
ï Engine lamp (red) ï Electronic Service Tool (EST) with
Function
The EOP sensor provides a feedback signal to
the ECM indicating engine oil pressure. During
engine operation, the ECM monitors the EOP signal ï 3-Banana Plug Harness (page 439)
to determine if the oil pressure is satisfactory. If
oil pressure is below desired pressure, the ECM
illuminates the red engine lamp. ï 180-Pin Breakout Box (page 440)
An optional feature, the Engine Warning Protection ï E1-Engine Harness (page 445)
System (EWPS), can be enabled to warn the engine
operator through the red engine lamp and buzzer, and
445)
shut the engine down when a low engine oil pressure
condition occurs. ï 4-Pin Round Green Breakout Harness (page 440)
EGES-420
EOP Sensor End Diagnostics

1211 EOP signal out-of-range LOW ï EOP signal circuit OPEN or short to GND
ï EOP VREF circuit short to GND or OPEN
ï Failed sensor
1212 EOP signal out-of-range HIGH ï EOP signal circuit short to PWR
ï EOP GND circuit OPEN
ï Failed sensor
2310 EOP abnormal rate of change ï Intermittent circuit fault
ï EOP sensor wired incorrectly
ï Failed sensor
2311 EOP above maximum ï Oil pressure above 48 kPa (7 psi) with engine not
running
ï Biased EOP circuit
ï Biased sensor
Figure 254 EOP sensor circuit diagram
2. Monitor sensor voltage. Verify an active 3. Disconnect engine harness from EOP sensor
Diagnostic Trouble Code (DTC) for the sensor. adapter line. Inspect connectors for damaged
pins, corrosion, or loose pins using the Pin Grip
Inspection (page 199). Repair if necessary.
circuit is interrupted, the PID spikes and the Leave EOP sensor adapter line disconnected.
DTC goes active.
EGES-420

Connect breakout harness. Leave EOP sensor adapter line disconnected. Turn the ignition switch to ON.
Use EST to monitor PID and DMM to measure voltage.
EST ñ Monitor EOPv 0V If > 0.25 V, check EOP signal circuit for to PWR
DMM ñ Measure volts 5.0 V +/- 0.5 V If > 5.5 V, check EOP VREF for short to PWR.
1 to GND If < 4.5 V, check EOP VREF for OPEN or short to GND. Do
EST ñ Monitor EOPv 5V If < 4.5 V, check EOP signal for OPEN. Do Harness
DMM ñ Measure 5 V +/- 0.5 V If < 4.5 V, check EOP GND for OPEN. Do Harness
1 to 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, verify EOP sensor
adapter line integrity. If OK, replace EOP sensor.
EOP Sensor Pin-Point Diagnostics
Figure 255 EOP sensor circuit diagram
EGES-420

Connect breakout harness. Leave EOP sensor adapter line disconnected. Turn ignition switch to ON.
1 to GND 5V If > 5.5 V, check EOP VREF for short to PWR.
If < 4.5 V, check EOP VREF for OPEN or short to GND. Do
2 to GND 0V If > 0.25 V, check EOP GND circuit for short to PWR.
3 to GND 0V If > 0.25 V, check EOP signal circuit for short to PWR.

Turn ignition switch to OFF. Connect breakout harness. Leave EOP sensor adapter line disconnected. Use

Check (page 368).

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and EOP
sensor adapter line disconnected. Use DMM to measure resistance.
1 to E1-24 <5Ω If > 5 Ω, check EOP VREF circuit for OPEN.
2 to E1-38 <5Ω If > 5 Ω, check EOP GND circuit for OPEN.
3 to E1-21 <5Ω If > 5 Ω, check EOP signal circuit for OPEN.
EOP Sensor Circuit Operation ECM Pin E1-38 and returns a variable voltage signal
The EOP sensor is a variable capacitance sensor that
ECM Pin E1-21.
EGES-420
EOT Sensor (Engine Oil Temperature)

1311 175 4 EOT signal out-of-range LOW
1312 175 3 EOT signal out-of-range HIGH
Figure 256 Functional diagram for the EOT sensor
The functional diagram for the EOT sensor includes Fast Idle Advance
the following:
Fast idle advance increases engine cold idle speed up
ï Engine Control Module (ECM) to 750 rpm (normally 600 rpm) for faster warm-up to
operating temperature. This is accomplished by the
ï EOT sensor
ECM monitoring the EOT sensor input and adjusting
ï Engine lamp (amber) the fuel injector operation accordingly.
ï Exhaust Gas Recirculation (EGR) control valve Low idle speed is increased proportionally when the
engine oil temperature is between 15∞C (59∞F) at 600
ï Fuel Injector (INJ)
rpm to below -10∞C (14∞F) at 750 rpm.
ï High pressure fuel pump
Sensor Location
Function
The EOT sensor is installed in the side of the oil
The EOT sensor provides a feedback signal to the module, on the right side of the engine.
ECM indicating engine oil temperature. The ECM
monitors the EOT signal to control fuel quantity and
Tools
timing throughout the operating range of the engine.
The EOT signal allows the ECM to compensate for oil ï Electronic Service Tool (EST) with
viscosity variations due to temperature changes in the MasterDiagnosticsÆ Software (page 447)
operating environment, ensuring that adequate power
and torque are available for all operating conditions.
EGES-420

445)
EOT Sensor Connector End Diagnostics

1311 EOT signal out-of-range LOW ï EOT signal circuit short to GND
ï Failed sensor
1312 EOT signal out-of-range HIGH ï EOT signal OPEN or short to PWR
ï EOT GND circuit OPEN
ï Failed sensor
Figure 257 EOT sensor circuit diagram
2. Monitor sensor voltage. Verify an active 3. Disconnect engine harness from EOT sensor
Diagnostic Trouble Code (DTC) for the sensor. adapter line. Inspect connectors for damaged
pins, corrosion, or loose pins using Pin Grip
Inspection (page 199). Repair if necessary.
circuit is interrupted, the PID spikes and the Leave EOT sensor adapter line disconnected.
DTC goes active.
EGES-420

Connect breakout harness. Leave EOT sensor adapter line disconnected. Turn the ignition switch to ON.
Use EST to monitor PID and DMM to measure voltage.
EST-Monitor EOTv 5V If < 4.5 V, check EOT signal circuit for short to GND. Do
EST-Monitor EOTv 0V If > 0.25 V, check EOT signal circuit for OPEN. Do Harness
EST-Monitor EOTv 0V If > 0.25 V, check EOT GND circuit for OPEN. Do Harness
across pins 1 and 3
EST-Monitor EOTv < 1.0 V If > 1.0 V, check EOT signal circuit for short to PWR.
across pins 1 and 3
If checks are within specification, connect EOT sensor adapter line and clear DTCs. If active code remains,
verify EOT sensor adapter line integrity. If OK, replace EOT sensor.
EOT Sensor Pin-Point Diagnostics
Figure 258 EOT sensor circuit diagram

Connect breakout harness. Leave EOT sensor adapter line disconnected. Turn ignition switch to ON.
EGES-420

Turn ignition switch to OFF. Connect breakout harness. Leave EOT sensor adapter line disconnected. Use
Check (page 372).
Check (page 372).

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and EOT
sensor adapter line disconnected. Use DMM to measure resistance.

1 to E1-85 <5Ω If > 5 Ω, check EOT signal for OPEN.
3 to E1-83 <5Ω If > 5 Ω, check EOT GND signal for OPEN.
EOT Sensor Circuit Operation Fault Detection / Management

The EOT sensor is a thermistor sensor that is The ECM continuously monitors the control system.
ECM Pin E1ñ85. The sensor is grounded at Pin 3 the ECM disregards the sensor signal and use a
from ECM Pin E1ñ83. As the temperature increases, calibrated default value. The ECM sets a DTC,
the resistance of the thermistor decreases, causing illuminates the amber engine lamp, and runs the
the signal voltage to decrease. engine in a default range of -20∞C (-4∞F) for starting
and 100∞C (212∞F) for engine running conditions.
EGES-420
EWPS (Engine Warning Protection System)

1119 110 12 ECT Temp above maximum
2212 175 0 EOT Temp above maximum
2312 190 11 EOP below minimum
2313 100 1 EOP below warning level
2314 100 7 EOP below critical level
2315 190 0 Engine speed above warning level
2316 190 16 Engine speed above maximum at ECM
2321 110 0 ECT above warning level
2322 110 7 ECT above critical level
2323 111 1 ECL below warning/critical level
2325 110 14 ECT value reached de-rate temperature
6321 7311 0 ECT2 above warning level
6322 7311 7 ECT2 above critical level
6823 7311 14 ECT2 Temp above maximum
Figure 259 Functional diagram for the EWPS
The functional diagram for the EWPS includes the ï Engine Control Module (ECM)
following:
ï Engine Coolant Level (ECL) sensor
ï Camshaft Position (CMP) sensor
ï Crankshaft Position (CKP) sensor
ï Engine Oil Pressure (EOP) switch
EGES-420
ï Engine lamp (red) and buzzer EWPS Programmable Parameters

ï Calibration/Reduce power, Engine shutdown ENG-PROT-MODE
ï 0 = Standard Warning
Function
ï 1 = 3-way Warning
The EWPS warns the operator of conditions that can
damage the engine. ï 2 = 3-way Protection
The Standard Warning System is the base system in ï 3 = 2-way Warning
which all engines are equipped. If one of these faults
ECT-WARNING ñ Specifies temperature threshold
are detected, the ECM illuminates the red engine lamp
where the OIL/WATER lamp and warning buzzer is
and sets a corresponding Diagnostic Trouble Code
turned on.
(DTC).
ECT-CRITICAL ñ Specifies temperature threshold
Standard Warning ñ No engine shut down available.
where an engine shutdown is commanded.
ï RPM - Engine overspeed warning
PROT-ENG SPD1 ñ Specifies at what RPM a
ï ECT - Engine overheat warning specified oil pressure (OIL-PRES-CRIT-SPD1) should
be detected.
The following optional features to this base system
provide added warning or protection. PROT-ENG SPD2 ñ Specifies at what RPM a
specified oil pressure (OIL-PRES-CRIT-SPD2) should
2-way Warning ñ No engine shutdown available.
be detected.
ï ECT - Engine overheat warning
PROT-ENG SPD3 ñ Specifies at what RPM a
ï EOP - Low engine oil pressure warning specified oil pressure (OIL-PRES-CRIT-SPD3) should
be detected.
3-way Warning ñ No engine shutdown available.
OIL-PRES-WARN-SPD1 ñ Specifies the minimum
ï ECT - Engine overheat warning
oil pressure with engine speed greater than
ï EOP - Low engine oil pressure warning (PROT-ENG-SPD1). Failure to meet set point turns
on the OIL/WATER lamp and warning buzzer.
ï ECL - Low engine coolant level warning
OIL-PRES-WARN-SPD2 ñ Specifies the
3-way Protection ñ Engine shutdown is available if
minimum oil pressure with engine speed
critical condition is detected.
greater than (PROT-ENG-SPD1) but less than
ï ECT, EOP, ECL - Same as 3-way Warning (PROT-ENG-SPD2). Failure to meet set point turns
ï ECT - Engine overheat critical protection
OIL-PRES-WARN-SPD3 ñ Specifies the
ï EOP - Low engine oil pressure critical protection
ï ECL - Low engine coolant level critical protection greater than (PROT-ENG-SPD2) but less than
(PROT-ENG-SPD3). Failure to meet set point turns
Warning ñ Temperature above specific threshold
sounds a buzzer, illuminates the red OIL/WATER
(OWL) lamp and sets a DTC. OIL-PRES-CRIT-SPD1 ñ Specifies the minimum
oil pressure with engine speed greater than
Critical ñ Temperature above specific threshold shuts
(PROT-ENG-SPD1). Failure to meet set point
down the engine and sets a DTC.
commands an engine shut down.
Event log ñ This feature logs occurrences of the event
OIL-PRES-CRIT-SPD2 ñ Specifies the
according to the engine hours and odometer readings.
(PROT-ENG-SPD2). Failure to meet set point
commands an engine shutdown.
EGES-420
OIL-PRES-CRIT-SPD3 ñ Specifies the (PROT-ENG-SPD3). Failure to meet set point

minimum oil pressure with engine speed commands an engine shutdown.
EGES-420
DTC 1119 DTC 2313

ECT Temp above maximum EOP below warning level
ï DTC 1119 is set by the ECM when the engine ï DTC 2313 is set by the ECM when engine oil
coolant temperature is above 120∞C (128∞F). pressure is lower than expected while the engine
The ECM illuminates the red lamp. When the is running.
temperature drops below 120∞C (128∞F) the DTC
ï Dealer programmable option. Dealer sets
becomes inactive. For diagnostics, see Coolant
threshold pressure.
Over-Temperature (page 101) in the ìEngine
Symptoms Diagnosticsî section in this manual. ï For diagnostics, see Low Oil Pressure (page 108)
in the ìEngine Symptoms Diagnosticsî section in
DTC 2212 this manual.
EOT Temp above maximum
ï DTC 2313 can be set by an open, circuit short to
ï DTC 2212 is set by the ECM when the engine oil voltage source in the EOP circuit, a loose or failed
temperature is above 122∞C (252∞F). The ECM EOP sensor, or low oil pressure.
illuminates the red lamp. When the temperature
ï When DTC 2313 is active, the red lamp is
drops below 122∞C (252∞F) the DTC becomes
illuminated.
inactive. For diagnostics, see EOT Sensor (page
DTC 2314
ï DTC 2212 can be set by a biased EOT sensor or EOP below critical level
circuit.
ï DTC 2314 is set by the ECM when the engine oil
pressure drops below the critical level while the
DTC 2312
engine is running.
EOP below minimum
ï Dealer programmable option. Dealer sets
ï DTC 2312 is set by the ECM when engine oil
threshold pressure.
pressure is lower than expected while the engine
is idling. The specifications for the warning are: ï For diagnostics, see Low Oil Pressure in the
ìEngine Symptoms Diagnosticsî section in this
ï For diagnostics, see Low Oil Pressure (page 108)
manual.
in the ìEngine Symptoms Diagnosticsî section in
this manual. ï DTC 2314 can be set by an open, circuit short to
voltage source in the EOP circuit, a loose or failed
ï DTC 2312 can be set by a biased EOP sensor or
EOP sensor, or low oil pressure.
circuit or by low engine oil pressure.
ï When DTC 2314 is active, the red lamp flashes
ï When DTC 2312 is active, the red lamp is
and sounds an audible signal.
illuminated.
EGES-420
DTC 2315 DTC 2322

Engine speed above warning level ECT above critical level
ï DTC 2315 is set by the ECM when the engine rpm ï Dealer programmable option
exceeds 2450 rpm.
ï DTC 2322 is set by the ECM when the engine
ï DTC 2315 can be set by any of the following coolant temperature is above dealer set point.
conditions: For diagnostics, see Coolant Over-Temperature
(page 101) in the ìEngine Symptoms Diagnosticsî
ï Excessive engine speed in an unintended
section in this manual.
downshift
ï Steep acceleration downhill without correct DTC 2323
brake application ECL below warning/critical level
ï External fuel source being ingested into air ï Dealer programmable option
intake system
ï DTC 2323 is set by the ECM when coolant is low.
ï When DTC 2315 is active, the amber lamp is When the EWPS mode is 3-way protection and
illuminated. The engine hours and miles of the DTC 2323 is active, the engine shuts down. The
last two over speed occurrences are recorded in ECM logs the engine hours and odometer reading
the engine event log. at the time of occurrence. After the shutdown, the
engine can be restarted for thirty seconds. When
DTC 2316 the coolant has returned to correct levels, DTC
Engine speed above maximum at ECM 2323 becomes inactive.
ï DTC 2316 is set by the ECM when the engine rpm ï If the coolant level is correct, do ECL Connector
exceeds 2500 rpm. Voltage Check (page 305) in this section.
ï DTC 2316 can be set by any of the following
DTC 2325
conditions:
ECT value reached de-rate temperature
ï Excessive engine speed in an unintended
ï Dealer programmable option
downshift
ï DTC 2325 is set by the ECM when the
ï Steep acceleration downhill without correct
engine coolant temperature is above a dealer
brake application
programmed set point. The ECM illuminates the
ï External fuel source being ingested into air red lamp and the engine enters in de-rate mode.
intake system For diagnostics, see Coolant Over-Temperature
ï When DTC 2316 is active, the amber lamp is
illuminated. The engine hours and miles of the
last two over speed occurrences are recorded in
DTC 6321
the engine event log.
ECT2 above warning level
DTC 2321 ï Dealer programmable option
ECT above warning level
ï Dealer programmable option coolant temperature at the ECT2 is above a dealer
programmed set point. The ECM illuminates
the red lamp. For diagnostics, see Coolant
coolant temperature is above dealer set point.
For diagnostics, see Coolant Over-Temperature
Symptoms Diagnosticsî section in this manual.
EGES-420
DTC 6322 DTC 6823

ECT2 above critical level ECT2 Temp above Maximum
ï Dealer programmable option ï DTC 6823 is set by the ECM when the engine
coolant temperature is above 119∞C (246∞F),
or above 135∞C (275∞F) for 10 seconds during
coolant temperature at the ECT2 is above a dealer
engine retarder operation. For diagnostics, see
programmed set point. The ECM illuminates
Coolant Over-Temperature (page 101) in the
the red lamp. For diagnostics, see Coolant
ìEngine Symptoms Diagnosticsî section of this
manual.
Symptoms Diagnosticsî section in this manual.
EGES-420
FPCV (Fuel Pressure Control Valve)

1616 1442 5 Fuel Pressure Control Valve open circuit
1617 1442 11 Fuel Pressure Control Valve short circuit
Figure 260 Functional diagram for FPCV
The functional diagram for the FPCV includes the Tools

following:
ï Engine lamp (amber) MasterDiagnosticsÆ Software (page 447)
ï Engine Control Module (ECM) ï IC4 USB Interface Cable (page 447)
ï FPCV ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
ï Fuel Rail Pressure (FRP) sensor ï CMP, CKP and FPCV Breakout Harness (page
444)
Function
The FPCV is a variable position valve that regulates
fuel pressure in the pressure pipe rail.
The FPCV changes valve position through Pulse
445)
Width Modulated (PWM) signals from the ECM. It
controls the flow of fuel to the suction side of the high ï Terminal Test Adapter Kit (page 448)
pressure pump.
Component Location
The FPCV is mounted on the upper side of the high
pressure pump on the left side of the engine. They
are serviced as an assembly.
EGES-420
FPCV Connector End Diagnostics

1616 Fuel Pressure Control Valve open ï FPCV circuit OPEN
circuit
ï Failed FPCV
1617 Fuel Pressure Control Valve short ï FPCV circuits shorted
circuit
ï Failed FPCV
Figure 261 FPCV circuit diagram
1. Key ON, engine OFF. CAUTION: Do not try to start the engine with the
FPCV disconnected. This may cause damage to the
fuel pressure relief valve.
software.
NOTE: When the ignition is switched ON, the ECM
commands the FPCV on at 50% duty cycle for 60
4. Open D_Actuator.ssn session. seconds.
EGES-420

Connect breakout harness to engine harness, leave FPCV disconnected. Turn ignition switch ON and wait
60 seconds before reading voltage. Use DMM to measure voltage. The batteries must be fully charged
before performing this test.
2 to battery positive B+ If < B+, check for FPC GND circuit for OPEN.
1 to 2 5 V to 11 V If < 5 V, check FPCV control circuit for OPEN or short to
GND.
If measurements are within specifications, do Operational Voltage Check (page 381).

Connect breakout harness between FPCV and engine harness. Turn the ignition switch ON. Use DMM to
Key ON within 60 4 V +/- 2 V If > 6 V, check FPCV GND circuit for OPEN, or failed open
seconds FPCV.
If < 2 V, check FPCV control circuit for OPEN or short to
GND.
Key ON after 60 < 0.2 V If > 1 V, check for short to PWR.
seconds
DMM - Measure Duty 40% - 60% If not within specification, replace the ECM.
Cycle across 1 and 2

Turn ignition switch OFF. Connect breakout harness to FPCV and leave engine harness disconnected. Use
1 to 2 2 Ω to 6 Ω If not within specification, replace the high pressure pump
following the procedure in the InternationalÆ MaxxForceô
EGES-420

FPCV and ECM disconnected. Use DMM to measure resistance.

2 to GND > 1 kΩ If < 1 kΩ, check for OPEN circuit.
If voltage and resistance checks are within specifications, the FPCV is working correctly. See High Pressure
Fuel System (page 140) in the ìHard Start and No Start Diagnosticsî section of this manual.
FPCV Operation When the ignition switch is turned on, the ECM
commands a 50% duty cycle to the FPCV for 60
The FPCV regulates fuel pressure to the fuel injectors.
seconds, then turns it off if the engine is not started.
The ECM uses the FRP sensor to monitor system
pressure and adjust the duty cycle of the valve to NOTE: The Actuator Test does not cycle this valve.
match engine requirements (starting, engine load,
speed and temperature).
EGES-420
FRP Sensor (Fuel Rail Pressure)

1124 164 4 FRP signal out-of-range LOW
1125 164 3 FRP signal out-of-range HIGH
6233 3511 3 FRP VREF out-of-range HIGH
6234 3511 4 FRP VREF out-of-range LOW
Figure 262 Functional diagram for the FRP sensor
The functional diagram for the FRP sensor includes Sensor Location
the following:
ï Engine Control Module (ECM) pressure pipe rail on the left side of the engine.
ï Engine lamp (amber) Tools
ï Engine speed/load calibration ï Electronic Service Tool (EST) with
ï FRP sensor
ï High pressure pump
ï Injectors
Function
The FRP sensor is a variable capacitance sensor that
monitors the fuel pressure in the pressure pipe rail.
The ECM controls the Fuel Pressure Control Valve ï E1-Engine Harness (page 445)
(FPCV) while monitoring the FRP sensor to provide
the engine with the desired starting and operating
445)
pressures.
ï FRP Breakout Harness (page 447)
EGES-420
FRP Sensor End Diagnostics

1124 FRP signal out-of-range LOW ï FRP signal circuit short to GND
ï FRP VREF circuit short to GND or OPEN
ï Failed sensor
1125 FRP signal out-of-range HIGH ï FRP signal circuit OPEN or short to PWR
ï FRP GND circuit OPEN
ï Failed sensor
6233 FRP VREF out-of-range HIGH ï FRP VREF circuit short to PWR
6234 FRP VREF out-of-range LOW ï FRP VREF circuit short to GND
Figure 263 FRP sensor circuit diagram
if necessary.
DTC goes active.
EGES-420

EST ñ Monitor FRPv 5V If < 4.5 V, check FRP signal circuit for to GND. Do Connector
Resistance Check to GND (page 386).
DMM ñ Measure volts 5.0 V +/- 0.5 V If > 5.5 V, check FRP VREF for short to PWR.
3 to GND If < 4.5 V, check FRP VREF for OPEN or short to GND. Do
DMM ñ Measure 5.0 V +/- 0.5 V If < 4.5 V, check FRP GND for OPEN. Do Harness
1 to 3
EST ñ Monitor FRPv 0V If > 0.25 V, check FRP signal for OPEN or short to PWR. Do
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace FRP
sensor.
FRP Sensor Pin-Point Diagnostics
Figure 264 FRP sensor circuit diagram
EGES-420

voltage.
3 to GND 5V If > 5.5 V, check FRP VREF for short to PWR.
If < 4.5 V, check FRP VREF for OPEN or short to GND. Do
1 to GND 0V If > 0.25 V, check FRP GND circuit for short to PWR.
2 to GND 5V If < 4.5 V, check FRP signal circuit for short to GND. Do

resistance.

Check (page 386).

1 to E1-61 <5Ω If > 5 Ω, check FRP GND circuit for OPEN.
2 to E1-80 <5Ω If > 5 Ω, check FRP signal circuit for OPEN.
3 to E1-43 <5Ω If > 5 Ω, check FRP VREF circuit for OPEN.
FRP Circuit Operation ECM Pin E1-61 and returns a variable voltage signal
The FRP sensor is a variable capacitance sensor that
ECM Pin E1-80.
EGES-420
FRP System (Fuel Rail Pressure)

2235 8354 1 FRP unable to build during engine cranking
2243 8351 7 FRP above pressure relieve valve limitation
2244 8351 0 Fuel Rail Pressure Relief Valve opened (pressure was too high)
2245 8352 1 Fuel Pressure Controller output high at low idle
2246 8352 0 FRP above or below desired
2247 8353 7 HP fuel pump erratic fuel quantity balancing
2248 8354 0 Fuel Rail pressure above maximum
3333 164 0 Fuel Rail Pressure above maximum
EGES-420
Figure 265 FRP system

1. Injector (6) 4. Fuel filter housing assembly 7. High pressure pump
2. Engine Control Module (ECM) 5. Fuel primer pump assembly
3. Pressure pipe rail 6. Low pressure fuel pump
Function sprayed from each injector. The ECM also controls

the Fuel Rail Pressure (FRP) system to regulate the
The ECM controls the Fuel Pressure Control Valve
amount of pressure of fuel being sprayed.
(FPCV) while monitoring the FRP sensor to provide
the engine with the desired starting and operating
System Component Location
pressures.
The FPCV changes valve position through Pulse
pressure pipe rail on the left side of the engine. The
Width Modulated (PWM) signals from the ECM. It
FPCV is mounted on the upper side of the high
controls the flow of fuel to the suction side of the high
pressure pump on the left side of the engine. The
pressure pump.
FPCV is not serviced separately but as an assembly
The injector injects fuel into the cylinders. The ECM with the high pressure pump. The injectors are
controls the timing and the amount of fuel being installed in the cylinder head under the valve cover.
EGES-420
Tools ï IC4 USB Interface Cable (page 447)

EGES-420
FRP System Diagnostics

2235 FRP unable to build during engine ï Failed FPCV
cranking
ï Fuel system restriction
ï Low fuel supply pressure
2243 FRP above pressure relieve valve ï Pressure relief valve failed to open
limitation
ï Biased FRP sensor or circuit
ï Failed pressure relief valve
2244 Fuel Rail Pressure Relief Valve opened ï FRP circuit OPEN or short to PWR
(pressure was too high)
ï FPCV circuit OPEN
ï Fuel rail pressure too high
2245 Fuel Pressure Controller output high ï High pressure fuel system leak
at low idle
ï Stuck or sticking FPCV or circuit fault
2246 FRP above or below desired ï High pressure fuel system leak
2247 HP fuel pump erratic fuel quantity ï Fuel system leak
balancing
ï Fuel supply restriction
ï Fuel system aeration
2248 Fuel Rail pressure above maximum ï FPCV circuit OPEN
ï FPCV stuck closed
3333 Fuel Rail Pressure above maximum ï Biased FPCV or circuit
ï FPCV circuit OPEN
ï FPCV stuck closed
EGES-420
DTC 2235 - FRP unable to build during engine cranking

DTC 2235 is set when the fuel rail pressure is below 10 MPa (1450 psi) during engine crank
Pin-point FRP System Fault
1. Check for active FPCV faults or DTCs. See FPCV (Fuel Pressure Control Valve) (page 379)
in this section.
2. Check for low fuel supply pressure, restriction, or aeration. See Low Pressure Fuel System (page
156) in the ìPerformance Diagnosticsî section of this manual.
3. Check for a damaged high pressure pump. See High Pressure Fuel System (page 140) in the ìHard
Start and No Start Diagnosticsî section of this manual.
DTC 2243 - FRP above pressure relief valve limitation

DTC 2243 is set when the fuel pressure is above maximum and the fuel rail pressure relief valve did not open.
1. Check for a damaged fuel rail pressure relief valve. See High Pressure Fuel System (page 140) in
the ìHard Start and No Start Diagnosticsî section of this manual.
in this section.
DTC 2244 - Fuel Rail Pressure Relief Valve opened (pressure was too high)
DTC 2244 is set when the ECM detects 5 Volts from the FRP sensor, or if the FPCV circuit is open.
1. Check for active FRP sensor faults or DTCs. See FRP Sensor (Fuel Rail Pressure) (page 383) in
this section of the manual.
2. Check for active FPCV faults or DTCs. See FPCV (Fuel Pressure Control Valve) (page 379) in
this section of the manual.
DTC 2245 - Fuel Pressure Controller output high at low idle

DTC 2245 is set when the engine is at low idle and the FPCV needs more than 10% duty cycle to meet
fuel demand.
1. Check for low fuel supply level or problems with the low pressure fuel system. See Low Pressure
Fuel System (page 137) in the ìHard Start and No Start Diagnosticsî section of this manual.
2. Check for high pressure fuel system leaks. See High Pressure Fuel System (page 140) in the ìHard
Start and No Start Diagnosticsî section of this manual.
3. Run High Pressure Pump Run-Up Test (page 181) in the ìPerformance Diagnosticsî section
of this manual.
in this section.
EGES-420
DTC 2246 - FRP above or below desired

DTC 2246 is set when the fuel pressure cannot meet (too high or too low) the desired fuel pressure set
point for 5 seconds.
1. Test the low pressure fuel system. Check for low fuel pressure and aeration. See Fuel Pressure and
Aeration (page 114) in the ìEngine Symptoms Diagnosticsî section of this manual.
2. Check for intermittent FRP sensor or FPCV circuit faults. Run Continuous Monitor session and
wiggle harness connections.
DTC 2247 - HP fuel pump erratic fuel quantity balancing

DTC 2247 is set when the control signal to the fuel pressure controller is monitored and saved. If, on the
very next zero fueling condition, the same controller output results in a fuel pressure difference of more
than 5 MPa (725 psi), this DTC sets.
1. Test the low pressure fuel system. Check for low fuel pressure and aeration. See Fuel Pressure and
Aeration (page 114) in the ìEngine Symptoms Diagnosticsî section of this manual.
2. Check for intermittent FRP sensor or FPCV circuit faults. Run Continuous Monitor session and
wiggle harness connections.
DTC 2248 - Fuel Rail pressure above maximum

DTC 2248 is set when the fuel pressure rises higher than 195 MPa (28,282 psi) for 5 seconds.
1. Check for active FRP sensor faults or DTCs. See FRP Sensor (Fuel Rail Pressure) (page 383)
in this section.
in this section.
DTC 3333 - Fuel Rail Pressure above maximum

DTC 3333 is set when the fuel rail pressure is too high.
1. Check for active FRP sensor faults or DTCs. See FRP Sensor (Fuel Rail Pressure) (page 383)
in this section.
in this section.
EGES-420
FRP System Operation Fault Detection / Management

The Diagnostic Trouble Codes (DTCs) associated
Electrical Operation
with this system may indicate an electrical or
The FRP system is a closed loop system. The ECM mechanical problem with the FRP system.
controls the FPCV duty cycle while monitoring the
The ECM continuously monitors the FRP sensor
FRP sensor. This provides the engine with the desired
to ensure the system constantly provides correct
starting and operating pressure. When demand for
pressure. When feedback from the FRP sensor does
fuel pressure increases, the ECM increases duty
not meet desired pressure, the ECM sets a DTC and
cycle to the FPCV. When demand for fuel pressure
illuminates the amber engine lamp.
decreases, the ECM decreases the duty cycle to the
FPCV.
EGES-420
IAT Sensor (Intake Air Temperature)

1154 171 4 IAT signal out-of-range LOW
1155 171 3 IAT signal out-of-range HIGH
Figure 266 Functional diagram for the IAT sensor
The functional diagram for the IAT sensor includes the Tools
following:
ï IAT sensor MasterDiagnosticsÆ Software (page 447)
ï Engine Interface Module (EIM) ï IC4 USB Interface Cable (page 447)
ï Fuel Injector (INJ) ï 3-Banana Plug Harness (page 439)
Function
The IAT sensor provides a feedback signal to the EIM
indicating intake air temperature. The EIM monitors ï Temperature Sensor Breakout Harness (page
the IAT signal to control the timing and fuel rate for 448)
cold starting. The IAT sensor is monitored while the
engine is running to limit smoke and reduce exhaust
emissions.
Sensor Location
The IAT sensor is installed in the intake tube next to
the air cleaner, on top of the engine.
EGES-420
IAT Sensor Connector End Diagnostics

1154 IAT signal out-of-range LOW ï IAT signal circuit short to GND
ï Failed sensor
1155 IAT signal out-of-range HIGH ï IAT signal OPEN or short to PWR
ï Failed sensor
Figure 267 IAT sensor circuit diagram
if necessary.
DTC goes active.
EGES-420

EST-Monitor IATv 5V If < 4.5 V, check IAT signal circuit for short to GND. Do
EST-Monitor IATv 0V If > 0.25 V, check IAT signal circuit for OPEN. Do Harness
across pin A and GND
EST-Monitor IATv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
across pins A and B
EST-Monitor IATv < 1.0 V If > 1.0 V, check IAT signal circuit for short to PWR.
across pins A and B
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace IAT sensor.
IAT Sensor Pin-Point Diagnostics
Figure 268 IAT sensor circuit diagram

voltage.
A to GND 4.5 V to 5 V If < 4.5 V, check for short to GND. Do Connector Resistance
B to GND 0V If > 0.25 V, check for short to PWR.
EGES-420

resistance.
A to GND > 1 kΩ If < 1 kΩ, check for short to GND. Do Harness Resistance
Check (page 397).
B to GND <5Ω If > 5 Ω, check for OPEN circuit. Do Harness Resistance
Check (page 397).

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave EIM and sensor

A to X1-7 <5Ω If > 5 Ω, check IAT signal for OPEN.
B to X1-6 <5Ω If > 5 Ω, check SIG GND signal for OPEN.
IAT Sensor Circuit Operation X1-6. As the temperature increases, the resistance of
the thermistor decreases, causing the signal voltage
The IAT sensor is a thermistor sensor that is supplied
to decrease.
with a 5 V reference voltage at Pin A from EIM Pin
X1-7. The sensor is grounded at Pin B from EIM Pin
EGES-420
Injector (INJ) Circuits

4421-4426 8001-8006 5 (Cyl no.) open coil, open circuit
Figure 269 Functional diagram for the INJ circuit
The functional diagram for INJ circuit includes the Component Location
following:
The injectors are installed in the cylinder head under
ï Fuel Injectors (INJ) the valve cover.
ï Engine lamp (amber) ï Electronic Service Tool (EST) with
Function
The injector injects fuel into the cylinders. The ECM
controls the timing and the amount of fuel being
sprayed from each injector. The ECM also controls ï Terminal Test Adapter Kit (page 448)
the Fuel Rail Pressure (FRP) system to regulate the
amount of pressure of fuel being sprayed.
The injectors operate with pre-injection and main
injection. Pre-injection reduces combustion noise, ï E2-Engine, D-Injector, C-Chassis Harness (page
mechanical load and exhaust emissions. 445)
EGES-420
Injector 1 Checks
Figure 270 Injector 1 circuit diagram
Injector 1 ñ Resistance Checks Through Harness and Injector
WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn the ignition switch to OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch OFF. Connect 180-Pin Breakout Box to the ECM harness connector. Leave ECM
D-4 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
D-13 to GND > 1 kΩ internal short.
D-4 to D-13 0.4 Ω to 0.6 Ω If > 0.6 Ω, check for OPEN circuit or OPEN injector coil.
If < 0.4 Ω, check for cross-shorted circuits or injector coil
for internal short.
EGES-420
Injector 2 Checks
for internal short.
EGES-420
Injector 3 Checks
for internal short.
EGES-420
Injector 4 Checks
for internal short.
EGES-420
Injector 5 Checks
for internal short.
EGES-420
Injector 6 Checks
for internal short.
EGES-420
Injector Circuit Operation Low Side Drive Return

Each injector has an actuator that indirectly opens The injector actuators are grounded through the low
or closes the injector nozzle. Charging the actuator side return switches; one for each injector.
opens the nozzle, and discharging it closes the nozzle.
The ECM charges and discharges the actuators by Fault Detection/Management
switching on the appropriate high side and low side
The ECM can detect if the output is shorted to
output. The high side output supplies the actuator with
ground/battery, output is open load or short of injector.
voltage. The low side output supplies a return circuit
for each injector actuator.
High Side Drive Output

There is one high side switch circuit that is common
to all injector circuits. DC voltage is present on these
circuits.
EGES-420
IST (Idle Shutdown Timer) System (California -

Standard)

2324 593 14 Engine stopped by IST
Figure 276 Functional diagram for the IST system
The functional diagram for the IST system includes the brake is set, the idle time can be programmed up
following: to 5 minutes. When parking brake is released, the
idle time can be programmed up to 15 minutes. No
ï Brake ON/OFF (BOO) input
parking brake, the idle time can be programmed up
ï Brake Pressure Switch (BPS) input to 15 minutes. During service, the idle time can be
programmed up to 60 minutes. The ECM deactivates
ï Driveline Disengagement Switch (DDS)
the IST when the PTO is active.
Thirty seconds before engine shutdown, the red
ï Engine lamp (red) engine lamp illuminates. This continues until the
engine shuts down or the low idle shutdown timer is
ï Intake Air Temperature (IAT) sensor
reset. Idle time is measured from the last clutch or
ï Power Takeoff (PTO) brake pedal transition. The engine must be out of gear
for the IST to work. Engine shutdown time deactivates
for one or more of the following conditions:
ï Engine low idle time/Calibration
ï Engine speed is not at idle speed (600 rpm).
ï Engine shutdown/Calibration
ï Vehicle movement or a Vehicle Speed Sensor
(VSS) fault is detected.
IST Operation ï Manual DPF Regeneration is enabled.
The California Air Resources Board (CARB) Idle ï Accelerator pedal movement or an Accelerator
Shutdown Timer (IST) allows the ECM to shut down Pedal Sensor (APS) fault is detected.
the engine during extended idle. When parking
EGES-420
ï Engine coolant operating temperature is below ï If the IST is enabled, the CAP will not function.
16∞C (60∞F).
Tools
ï Brake pedal movement or a brake switch fault is
detected.
ï Parking brake transition is detected.
ï Clutch pedal is pressed or clutch pedal switch fault
is detected (manual transmissions, if equipped Fault Detection / Management
with a clutch switch).
The IST DTC does not indicate a system fault. DTC
ï Shift selector is moved from neutral (automatic 2324 is set by the ECM when the engine has been
transmissions). shut down due to exceeding the programmed idle time
criteria. The IST feature must be enabled for DTC
2324 to be displayed.
EGES-420
IST (Idle Shutdown Timer) System (Federal -

Optional)

2324 593 14 Engine stopped by IST
Figure 277 Functional diagram for the IST system
The functional diagram for the IST system includes the The ECM can be programmed to deactivate the IST
following: when the Power Takeoff (PTO) is active.
ï Brake ON/OFF (BOO) input Thirty seconds before engine shutdown, the red
engine lamp illuminates. This continues until the
ï Brake Pressure Switch (BPS) input
engine shuts down or the low idle shutdown timer is
ï Driveline Disengagement Switch (DDS) reset. Idle time is measured from the last clutch or
brake pedal transition. The engine must be out of gear
for the IST to work. Engine shutdown time deactivates
ï Engine lamp (red) for one or more of the following conditions:
ï Intake Air Temperature (IAT) sensor ï Engine speed is not at idle speed (600 rpm).
ï Power Takeoff (PTO) ï Vehicle movement or a Vehicle Speed Sensor
(VSS) fault is detected.
ï Manual DPF Regeneration is enabled.
ï Engine low idle time/Calibration
ï Accelerator pedal movement or an Accelerator
ï Engine shutdown/Calibration
Pedal Sensor (APS) fault is detected.
ï Engine coolant operating temperature is below
IST Operation 60∞C (140∞F).
The optional Idle Shutdown Timer (IST) allows the ï Ambient temperature below 16∞C (60∞F) or above
ECM to shut down the engine during extended idle. 44∞C (110∞F).
Idle time can be programmed from 5 to 120 minutes.
EGES-420
ï Brake pedal movement or a brake switch fault is ï IC4 USB Interface Cable (page 447)
detected.
ï Parking brake transition is detected.
The IST DTC does not indicate a system fault. DTC
ï Clutch pedal is pressed or clutch pedal switch fault
2324 is set by the ECM when the engine has been
is detected (manual transmissions, if equipped
shut down due to exceeding the programmed idle time
with a clutch switch).
criteria. The IST feature must be enabled for DTC
ï Shift selector is moved from neutral (automatic 2324 to be displayed.
transmissions).
ï If the IST is enabled, the CAP will not function.
Tools
EGES-420
ITV (Intake Throttle Valve)

1286 51 7 ITV unable to achieve commanded position
1289 51 0 ITV overtemperature
1295 3464 5 Intake Throttle Valve open circuit
1296 3464 11 Intake Throttle Valve short circuit
1297 51 5 ITV no input signal
1298 51 2 ITV operation fault - under V, over amp, over temp
6840 51 12 ITV broken spring or linkage
6841 51 8 ITV feedback outside duty cycle range
6842 51 19 ITV feedback signal not plausible
Figure 278 Functional diagram for the ITV
The functional diagram for the ITV includes the ï Exhaust Lambda Sensor (ELS)
following:
Function
ï Exhaust Gas Recirculation Position (EGRP)
sensor The ITV controls air/fuel mixture during a regeneration
process of the aftertreatment system and helps
ï ITV
reduce emissions during normal operation.
Temperature 2 (MAP/IAT 2) sensor
EGES-420
Component Location ï 500 Ohm Resistor Harness (page 441)

The ITV is installed on the air intake between the High ï 180-Pin Breakout Box (page 440)
Pressure Charge Air Cooler (HPCAC) and the intake
manifold.
Tools
445)
ï EGR Position and ITV Breakout Harness (page
445)
EGES-420
ITV End Diagnostics

1286 ITV unable to achieve commanded ï Failed VIGN or GND circuits
position
ï Failed ITVC, ITVC GND or ITVD circuits
ï Failed ITV
1289 ITV overtemperature ï Failed ITV
1295 Intake Throttle Valve open circuit ï ITVC circuit OPEN
ï Failed ITV
1296 Intake Throttle Valve short circuit ï ITVC circuit shorted
ï Failed ITV
1297 ITV no input signal ï Failed VIGN or GND circuits
ï Failed ITV
1298 ITV operation fault - under V, over ï Failed VIGN or GND circuits
amp, over temp
ï Failed ITV
6840 ITV broken spring or linkage ï Failed ITV
6841 ITV feedback outside duty cycle range ï Failed VIGN or GND circuits
ï Failed ITV
6842 ITV feedback signal not plausible ï Failed VIGN or GND circuits
ï Failed ITV
Figure 279 ITV valve circuit diagram
EGES-420

software.
Connector Voltage Check ó ITV Disconnected

Connect breakout harness to engine harness, leave ITV disconnected. Turn ignition switch ON and record
voltage within 60 seconds of the key ON. Use DMM to measure voltage.
3 to GND B+ If < B+, check for OPEN in VIGN circuit or blown fuse.
2 to GND 5V If < 4 V, check for OPEN or short to GND in ITVD circuit. Do
1 to GND 1V If < 0.5 V, check for OPEN or short to GND in E1-18 circuit.
Do Harness Resistance Check (page 414)
If > 1.5 V, check for OPEN or short to PWR in E1-36 circuit.
If measurements are within specifications, do Connector Voltage Check (page 413).

Connect breakout harness between engine harness and ITV. Turn ignition switch ON and record voltage
within 60 seconds of the key ON. Use DMM to measure voltage.
3 to GND B+ If < B+, check for OPEN in VIGN circuit or blown fuse.
2 to GND 2.5 V If < 2 V, check for short to GND in ITVD circuit. Do Harness
If > 3 V, check for OPEN in E1-18, or E1-36, or E2-17, or
E2-17 short to PWR, or failed ITV.
1 to GND 1V If < 0.5 V, check for OPEN or short to GND in E1-18 circuit.
If > 1.5 V, check for OPEN or short to PWR in E1-36 circuit.
EGES-420

Connect breakout harness between ITV and engine harness. Run Actuator Test. Use DMM to measure
Actuator state LOW 2 V +/- 1 V If < 1 V, check E1-18 circuit for OPEN, or check E1- 18 or
E1-36 for short to GND. Do Harness Resistance Check
(page 414).
If > 3 V, check E1-36 circuit for OPEN, or check E1-18 or
E1-36 for short to PWR.
Actuator state HIGH 10 V +/- 1 V If < 9 V, check E1-18 circuit for OPEN, or check E1-18 or
E1-36 for short to GND. Do Harness Resistance Check
(page 414).
If > 11 V, check E1-36 circuit for OPEN, or check E1-18 or
E1-36 for short to PWR.

ITV and Engine Control Module (ECM) disconnected. Use DMM to measure resistance.

1 to E1-36 220 Ω If not within the specification check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If the DTC returns, replace
the ITV.
EGES-420
ITV Circuit Operation each actuator is cycled on. The Aftertreatment Fuel
The ITV is controlled by the ECM. The desired position
request is sent from ECM Pins E1ñ18 and E1ñ36 to
the ITV Pin 1. The request may vary between 0% and
100%. After the ITV receives the request from the
ECM, the ITV motor controls the throttle plate to the
desired position.
EIM Actuators
Fault Detection / Management During the EIM portion of the actuator test, the
The ITV performs internal diagnostics and sends the
fault status from Pin 2 back to the ECM Pin E2ñ17.
Under normal conditions the feedback signal may be
cycles to 1 (on).
between 50% and 100%, indicating an actual position
of the throttle plate which can be positioned between NOTE: When the Actuator Test is running, the sensor
0% and 100%. When the fault is present, the fault monitoring Parameter Identifiers (PIDs) are turned off.
status changes to one of four signals; 10%, 20%, 30%
or 40%. Each signal corresponds to a different failure
mode. ï ECM actuators:
Actuator Test ï Boost Control Solenoid (BCS) valve
The actuator test allows a technician to test the ï Exhaust Gas Recirculation (EGR) control
actuators by measuring voltage changes and visually valve
Module (ACM) actuators, and finishes with the ï EIM actuators:
ECM Actuators ï Cold Start Solenoid (CSS) valve
During the ECM portion of the actuator test, all ECM ï Electronic Fan Control (EFAN)
ï ACM actuators:
commanded to HIGH state, 80% to 100% duty cycle. ï Aftertreatment Fuel Drain (AFD) valve
ACM Actuators
EGES-420
MAP/IAT2 Sensor (Manifold Absolute

Pressure/Intake Air Temperature 2)

1121 102 3 MAP signal out-of-range HIGH
1122 102 4 MAP signal out-of-range LOW
1158 1131 0 IAT2 Temp above maximum
1159 1131 3 IAT2 signal out-of-range HIGH
1160 1131 4 IAT2 signal out-of-range LOW
Figure 280 Functional diagram for the MAP/IAT2 sensor
The functional diagram for the MAP/IAT2 sensor timing for all engine operating conditions. The ECM
includes the following: also uses the MAP and IAT2 signals to assist in the
calculation of the EGR and BCS duty percentage.
ï Engine Control Module (ECM) Sensor Location
ï Engine lamp (amber) The MAP/IAT2 sensor is installed in the ITV on top of
the engine.
Tools
ï Fuel injectors
ï MAP/IAT2 sensor
Function ï IC4 USB Interface Cable (page 447)
The ECM monitors the MAP and IAT2 signals to ï Digital Multimeter (DMM) (Fluke 88V) (page 444)
determine intake manifold (boost) pressure and
intake air temperature. From this information the
ECM can optimize control of fuel rate and injection ï 500 Ohm Resistor Harness (page 441)
EGES-420

445)
ï MAP/IAT2 Breakout Harness (page 448)
MAP/IAT2 Sensor End Diagnostics

1121 MAP signal out-of-range HIGH ï MAP signal circuit OPEN or short to PWR
ï MAP GND circuit OPEN
ï Failed sensor
1122 MAP signal out-of-range LOW ï MAP signal circuit short to GND
ï MAP VREF circuit OPEN or short to GND
ï Failed sensor
1158 IAT2 Temp above maximum ï Failed Charge Air Cooler (CAC)
ï IAT2 circuit fault
ï Failed sensor
1159 IAT2 signal out-of-range HIGH ï IAT2 signal circuit OPEN or short to PWR
ï Failed sensor
1160 IAT2 signal out-of-range LOW ï IAT2 signal circuit short to GND
ï Failed sensor
Figure 281 MAP/IAT2 sensor circuit diagram
EGES-420

DTC goes active.
if necessary.

EST ñ Monitor MAPv 5V If < 4.5 V, check MAP signal circuit for short to GND. Do
DMM ñ Measure volts 5.0 V +/- 0.5 V If > 5.5 V, check MAP VREF for short to PWR.
3 to GND If < 4.5 V, check MAP VREF for OPEN or short to GND. Do
DMM ñ Measure 5.0 V +/- 0.5 V If < 4.5 V, check MAP GND for OPEN. Do Harness
1 to 3
EST ñ Monitor MAPv 0V If > 0.25 V, check MAP signal for OPEN or short to GND. Do
EST-Monitor IAT2v 5V If < 4.5 V, check IAT2 signal circuit for short to GND. Do
EST-Monitor IAT2v 0V If > 0.25 V, check IAT2 signal circuit for OPEN. Do Harness
across pins 1 and 2
EST-Monitor ECTv < 1.0 V If > 1.0 V, check IAT2 signal circuit for short to PWR. Do
across pins 1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace MAP/IAT2
sensor.
EGES-420
MAP/IAT2 Sensor Pin-Point Diagnostics
Figure 282 MAP/IAT2 sensor circuit diagram

voltage.
1 to GND 0V If > 0.25 V, check MAP GND circuit for short to PWR.
2 to GND 5V If < 4.5 V, check IAT2 signal circuit for short to GND. Do
3 to GND 5V If > 5.5 V, check MAP VREF for short to PWR.
If < 4.5 V, check MAP VREF for OPEN or short to GND. Do
4 to GND 5V If < 4.5 V, check MAP signal circuit for short to GND. Do

resistance.
Checks (page 420).

EGES-420

1 to E1-62 <5Ω If > 5 Ω, check MAP GND circuit for OPEN.
2 to E1-70 <5Ω If > 5 Ω, check IAT2 signal circuit for OPEN.
3 to E1-25 <5Ω If > 5 Ω, check MAP VREF circuit for OPEN.
4 to E1-81 <5Ω If > 5 Ω, check MAP signal circuit for OPEN.
MAP/IAT2 Sensor Circuit Operation Fault Detection / Management

The MAP/IAT2 sensor is a variable capacitance The ECM continuously monitors the control system.
sensor that is supplied with a 5 V reference voltage at If sensor signal is higher or lower than expected,
Pin 3 from ECM Pin E1-25. The sensor is grounded the ECM disregards the sensor signal and uses
at Pin 1 from ECM Pin E1-62 and returns a variable a calibrated default value. The ECM sets a DTC,
voltage signal from Pin 4 to ECM Pin E1-81. The illuminates the amber engine lamp, and runs the
temperature signal returns to the ECM Pin E1-70 from engine in a default range.
the sensor Pin 2.
EGES-420
MAT Sensor (Manifold Air Temperature)

1161 105 4 MAT signal out-of-range LOW
1162 105 3 MAT signal out-of-range HIGH
Figure 283 Functional diagram for the MAT sensor
The functional diagram for the MAT sensor includes Tools

the following:
ï Cold start assist system MasterDiagnosticsÆ Software (page 447)
ï Engine Control Module (ECM) ï IC4 USB Interface Cable (page 447)
ï Exhaust Gas Recirculation (EGR) control valve ï 3-Banana Plug Harness (page 439)
ï MAT sensor ï 500 Ohm Resistor Harness (page 441)
Function
The MAT sensor provides a feedback signal to the
ECM indicating manifold air temperature. The ECM ï E2-Engine, D-Injector, C-Chassis Harness (page
controls the EGR and cold start assist systems based 445)
on the air temperature in the intake manifold. This
ï 4-Pin Round Blue Breakout Harness (page 439)
aids in cold engine starting and warm-ups, and also
reduces exhaust emissions. ï Terminal Test Adapter Kit (page 448)
Sensor Location
The MAT sensor is located on the left side of the
engine in the intake manifold.
EGES-420
MAT Sensor Connector End Diagnostics

1161 MAT signal out-of-range LOW ï MAT signal circuit short to GND
ï Failed sensor
1162 MAT signal out-of-range HIGH ï MAT signal OPEN or short to PWR
ï Failed sensor
Figure 284 MAT sensor circuit diagram
if necessary.
DTC goes active.
EGES-420

EST-Monitor MATv 5V If < 4.5 V, check MAT signal circuit for short to GND. Do
EST-Monitor MATv 0V If > 0.25 V, check MAT signal circuit for OPEN. Do Harness
EST-Monitor MATv 0V If > 0.25 V, check MAT GND circuit for OPEN. Do Harness
across pins 1 and 3
EST-Monitor MATv < 1.0 V If > 1.0 V, check MAT signal circuit for short to PWR.
across pins 1 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace MAT
sensor.
MAT Sensor Pin-Point Diagnostics
Figure 285 MAT sensor circuit diagram

voltage.
EGES-420

resistance.
Check (page 424).
Check (page 424).


1 to E1-76 <5Ω If > 5 Ω, check MAT signal for OPEN.
3 to E1-57 <5Ω If > 5 Ω, check MAT GND signal for OPEN.
MAT Sensor Circuit Operation Fault Detection / Management

The MAT sensor is a thermistor sensor that is supplied The ECM continuously monitors the control system.
with a 5 V reference voltage at Pin 1 from ECM Pin If the sensor signal is higher or lower than expected,
E1ñ76. The sensor is grounded at Pin 3 from ECM Pin the ECM disregards the sensor signal and uses
E1ñ57. As temperature increases, the resistance of a calibrated default value. The ECM sets a DTC,
the thermistor decreases, causing the signal voltage illuminates the amber engine lamp, and runs the
to decrease. engine in a default range.
EGES-420
Retarder Control

5565 7313 5 Retarder control valve open circuit
5566 7313 11 Retarder control valve short circuit
Figure 286 Functional diagram for the retarder control
The functional diagram for the retarder control Component Location

includes the following:
The retarder control is installed on the lower right side
ï Engine Control Module (ECM) of the engine
ï Retarder control
Tools
ï Engine Speed/Load Calibration
ï Exhaust Back Pressure (EBP) sensor input MasterDiagnosticsÆ Software (page 447)
Function
The retarder control controls the compressed air
supply to the actuator located in the exhaust manifold ï Retarder Control breakout harness (page 448)
with butterfly. The actuator moves the butterfly valve
to increase exhaust back pressure in the cylinder
head exhaust ports to activate the engine retarder ï E1-Engine Harness (page 445)
system. Compressed air is supplied to the retarder
control from the truck air system. The retarder
445)
control monitors the exhaust back pressure through
a pressure line connected to the retarder exhaust
manifold with butterfly.
EGES-420
Retarder Control Connector End Diagnostics

5565 Retarder control valve open circuit ï Retarder control circuits OPEN
ï Failed retarder control
5566 Retarder control valve short circuit ï Retarder control circuits shorted
ï Failed retarder control
Figure 287 Retarder control circuit diagram

6. Visually monitor actuator linkage movement.
and hot engine surfaces. ï If linkage moves through its full travel, the
before running this test. ï If linkage does not move through full
travel, check for mechanical problem such
as sticking linkage, low actuator supply
2. Connect the EST with MasterDiagnosticsÆ pressure, plugged or open air supply hose.
software.
ï If the linkage does not move at all, do
3. Verify correct engine is selected, then Launch Connector Voltage Checks (page 427).
EST
EGES-420

Connect breakout harness to engine harness, leave retarder control disconnected. Turn ignition switch ON.
4 to battery positive B+ If < B+, check for OPEN RC GND circuit.

Connect breakout harness between retarder control and harness. Run Actuator Test. Use DMM to measure
Actuator state LOW 1 V +/- 0.5 V If > 1.5 V, check for OPEN circuit or OPEN retarder control.

Turn ignition switch OFF. Connect breakout harness to retarder control and leave engine harness
4 to 6 4 Ω to 8 Ω If not within specification, replace the retarder control.
EGES-420

retarder control and ECM disconnected. Use DMM to measure resistance.

If voltage and resistance checks are within specifications, and there are no mechanical faults such as low
actuator supply psi, damaged air supply hoses, failed exhaust manifold with butterfly or sticky linkage, and
the actuator does not actuate, replace exhaust manifold with butterfly.
cycles to 1 (on).
ï ECM actuators:
ECM Actuators
valve
ï EIM actuators:
ACM Actuators
ï ACM actuators:
EIM Actuators
EGES-420
Service Interval Messages

2369 1378 2 Engine oil service required
2370 94 17 Fuel filter change reminder
Service Interval Messages Operation ï IC4 USB Interface Cable (page 447)
The service interval messages are displayed on the
instrument cluster message center and include engine
oil and fuel filter change reminders. The service interval DTCs do not indicate a system
fault. To deactivate DTCs 2369 and 2370, reset
The change oil reminder can be programmed
service intervals. See Service Interval Messages
for kilometers, miles, hours or calculated fuel
Reset (page 87) in the ìDiagnostic Software
consumption. These service interval limits may
Operationî section of this manual.
be adjusted at the ownerís discretion. The change
engine oil message below the odometer illuminates
after a preselected parameter is reached.
There fuel filter change message displays when
the fuel filter needs replacement due to high filter
restriction.
Tools
EGES-420
Single and Two-Speed EFAN Control (Electronic

Engine Fan Control)

1246 7272 11 EFAN control circuit fault
Figure 288 Function diagram for EFAN
The function diagram for EFAN includes the following: sheave speed, and when the air clutch releases, the
fan runs at a nominal speed driven by a magnetic eddy
ï EFAN
current system that produces 300-400 rpm at idle and
ï Engine Control Module (ECM) 700-900 rpm at when the engine rpm is 1900. This
provides improved cooling and delays the fan coming
on in high ambient temperatures or at high loads.
The difference between the single speed and
ï Intake Air Temperature (IAT) sensor two-speed EFANs is internal to the fan hub; both
fans have identical external circuitry.
Function
Location
The purpose of the engine fan is to force a higher
airflow through the radiator when the A/C is on or the The EFAN is mounted to the front of the engine.
ECT or IAT goes above a set temperature.
Tools
The single-speed EFAN is an air-actuated belt-driven
on-off design. When engaged the fan runs at input
sheave speed, and when disengaged the fan speed ï 96-Pin Breakout Box ñ DLC II (page 440)
is close to zero.
The two-speed EFAN is an air actuated belt-driven
two-speed drive. When engaged the fan runs at input
EGES-420
Single and Two-Speed EFAN Circuit Diagnostics

1246 EFAN control circuit fault ï EFAN circuit fault
ï Failed EFAN
Figure 289 Single or Two-Speed EFAN circuit diagram
Voltage Check at Single or Two-Speed EFAN Connector - Actuator Test

Disconnect single or two-speed EFAN 2-pin connector. Turn the ignition switch to ON. Run Actuator Test.
A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR.
B to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR.
Actuator Test - at HIGH state
A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR.
Actuator Test - at LOW state
A to GND B+ If < B+, check EFAN circuit for OPEN or short to GND. Do Harness

X1-18 to A <5Ω If > 5 Ω, check for OPEN circuit between EIM and EFAN.
B to GND <5Ω If > 5 Ω, check for OPEN circuit between EFAN and GND.
If voltage and resistance measurements are within specification but DTC is still active, or EFAN does
not work, replace the EFAN.
EGES-420
Single or Two-Speed EFAN Circuit Operation commanded to HIGH state, 80% to 100% duty cycle.
The default state of the EFAN is ON. B+ is needed to
turn the fan OFF.
EIM Pin X2-2 controls the EFAN to shut off by ACM Actuators
supplying PWR to the EFAN deactivating it.
Single or Two-Speed EFAN Programmable
Parameters
By using an Electronic Service Tool (EST), an (AFD) valve are commanded to 100%, then drop
authorized service technician can program the EIM to to 66%. The Aftertreatment Fuel Injector (AFI) is
turn the EFAN on for any desired temperature. commanded to a low duty cycle measured in seconds
ï Engine fan control - indicates to the on-board
electronics whether or not the truck has the
EIM Actuators
electronic engine fan control feature.
ï Disable - enables or disables the EFAN feature.
ï Fan on temperature - indicates at what coolant is 1 (on), then cycles to 0 (off). The Cold Start Relay
temperature that the fan will be electronically (CSR) and Cold Start Solenoid (CSS) is 0 (off), then
activated. cycles to 1 (on).
ï Fan off temperature - indicates at what coolant NOTE: When the Actuator Test is running, the sensor
temperature that the fan will be electronically monitoring Parameter Identifiers (PIDs) are turned off.
deactivated.
Fault Detection / Management ï ECM actuators:
An open or short to ground in the EFAN can be ï Intake Throttle Valve (ITV)
detected by the EIM during an on-demand engine
standard test. The IAT and ECT are continuously
monitored. If a DTC is detected in the IAT or ECT ï Exhaust Gas Recirculation (EGR) control
circuit, the EFAN control is disabled and the engine valve
fan remains on.
Actuator Test
ï EIM actuators:
monitoring actuator movement. ï Cold Start Solenoid (CSS) valve
This test first runs through the Engine Control Module ï Electronic Fan Control (EFAN)
ï ACM actuators:
Engine Interface Module (EIM) actuators. ï Aftertreatment Fuel Drain (AFD) valve
ECM Actuators
EGES-420
Variable EFAN Control (Electronic Engine Fan

Control)

1245 7272 0 Fan speed above desired
1246 7272 11 EFAN control circuit fault
Figure 290 Function diagram for EFAN
The function diagram for EFAN includes the following: ï From 1100 to 1750 engine rpm it is a variable
speed drive with an effective range of 800 rpm to
ï EFAN control
99% of input speed.
ï From 1750 to 2150 engine rpm it is on-off again.
ï From 2150 to 2450 engine rpm it is either off or
ï Engine Interface Module (EIM) 2625 rpm.
ï Intake Air Temperature (IAT) sensor ï Above 2450 engine rpm it is off.
Function Location
The purpose of the variable electronic engine fan is The variable EFAN is mounted on the front of the
to force a higher airflow through the radiator when the engine.
A/C is on or when the ECT or IAT goes above a set
Tools
temperature.
The variable EFAN is a direct-driven electronically
controlled viscous fan drive. The fan has a number of ï 96-Pin Breakout Box ñ DLC II (page 440)
operating regions.
ï Engine Fan Control Breakout Harness (page 446)
ï From 300 to 1100 engine rpm it is an on-off drive.
Off is under 300 rpm, on is 99% of input speed.
EGES-420
EFAN Circuit Diagnostics

1245 Fan speed above desired ï EFAN speed over 500 rpm for 45 seconds
ï EFAN circuits fault
ï Failed EFAN
1246 EFAN control circuit fault ï EFAN circuit fault
ï Failed EFAN
Figure 291 Variable EFAN circuit diagram
Voltage Check at Variable EFAN Connector - Actuator Test

Connect breakout harness to engine harness and leave Variable EFAN connector disconnected. Turn the
ignition switch to ON. Run Actuator Test. Use DMM to measure voltage.
1 to GND 0V If > 0.25 V, check GND for OPEN or short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Do Harness Resistance
Check (page 435).
3 to GND B+ If < B+, check EFAN for OPEN or short to GND.
4 to GND 0V If > 0.25 V, check SIG GND for OPEN or short to PWR.
5 to GND 5V If > 5.5 V, check EFANS for short to PWR.
If < 4.5 V, check EFANS for OPEN or short to GND. Do Harness Resistance
Check (page 435).
EGES-420
Voltage Check at Variable EFAN Connector - Actuator Test (cont.)

Actuator Test - at LOW state (normal state)
3 to GND B+ If < B+, check EFAN for OPEN or short to GND.
Actuator Test - at HIGH state
3 to GND 0V If < 0 V, check EFAN for short to PWR.
If measurements are within specification, do Harness Resistance Check (page 435).

Turn ignition switch to OFF. Connect the EIM breakout box. Leave EIM and EFAN disconnected.
1 to GND <5Ω If > 5 Ω, check for OPEN in circuit.
2 to X1-14 <5Ω If > 5 Ω, check VREF for OPEN in circuit.

2 to GND > 1 kΩ If < 1 kΩ, check VREF for short to GND.
3 to X1-18 <5Ω If > 5 Ω, check EFAN for OPEN in circuit.
3 to GND > 1 kΩ If < 1 kΩ, check EFAN for short to GND.
4 to X1-6 <5Ω If > 5 Ω, check SIG GND for OPEN in circuit.
4 to GND > 1 kΩ If < 1 kΩ, check SIG GND for short to GND.
5 to X2-2 <5Ω If > 5 Ω, check EFANS for OPEN in circuit.
5 to GND > 1 kΩ If < 1 kΩ, check EFANS for short to GND.
If voltage and resistance measurements are within specification but DTC is still active, or EFAN does
not work, replace the EFAN mounted on engine.
Variable EFAN Circuit Operation EIM Pin X2-2 controls EFAN speed by supplying a
Pulse Width Modulated (PWM) signal to the EFAN.
The default state of the variable EFAN is ON. B+ is
needed to turn the fan OFF.
EIM Pin X1-18 controls the EFAN to shut off by
supplying B+ to the EFAN, deactivating it.
EGES-420
EGES-420
8 DIAGNOSTIC TOOLS AND ACCESSORIES 437
Table of Contents
Electrical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439

3-Banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
4-Pin Round Black Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
4-Pin Round Blue Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
4-Pin Round Gray Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
4-Pin Round Green Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440
96-Pin Breakout Box ñ DLC II. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440
180-Pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 440
500 Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
Aftertreatment Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
Aftertreatment 2-Pin Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
Aftertreatment Fuel Pressure Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
Amp Clamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
APS/IVS Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
Boost Control Solenoid Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
Breakout Harnesses Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
Cold Start Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
Coolant Flow Valve Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
Coolant Mixer Valve Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
CMP, CKP and FPCV Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
Digital Multimeter (DMM) (Fluke 88V). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
E1-Engine Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
E2-Engine, D-Injector, C-Chassis Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
EGDP Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
EGR Position and ITV Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
EIM Power Relay Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446
ELS and V8 EGR Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446
Engine Fan Control Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .446
EZ-TechÆ Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
MasterDiagnosticsÆ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
FRP Breakout Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
IC4 USB Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
MAP/IAT2 Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448
Retarder Control Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448
Temperature Sensor Breakout Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448
Terminal Test Adapter Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448
Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449

Air Intake Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449
Crankcase Pressure Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449
Digital Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449
Disposable Air and Fuel Caps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450
EGR Cooler Pressure Test Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450
Fuel Block Off Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450
Fuel Fitting Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .450
Fuel Inlet Restriction and Aeration Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451
EGES-420
438 8 DIAGNOSTIC TOOLS AND ACCESSORIES
Fuel Line Disconnect Tool 11.8 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451

Fuel Line Disconnect Tool 16 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452
Gauge Bar Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452
High Pressure Rail Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452
High Pressure Return Line Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453
Plastic Surge Tank Cap Adaptor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453
Radiator Pressure Testing Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453
Slack Tube Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .454
UV Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .454
Electronic Circuit Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455

Electrical Theory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455
Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455
Ohmís Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455
Using the Digital Multimeter (DMM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .456
Test Meters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457
Jumper Wires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457
Voltmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .458
Ammeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459
Ohmmeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .460
Measuring Duty Cycle with Fluke 88. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .462
Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .464
EGES-420
Electrical Tools 4-Pin Round Blue Breakout Harness

3-Banana Plug Harness
Figure 294 ZTSE4883

Figure 292 ZTSE4498
The 4-Pin Round Blue Breakout Harness is used to

The 3-Banana Plug Harness is used for operational measure voltage and resistance on circuits connected
diagnostics of sensor circuits. to the Manifold Air Temperature (MAT) sensor.
4-Pin Round Black Breakout Harness 4-Pin Round Gray Breakout Harness
Figure 293 ZTSE4827 Figure 295 ZTSE4881
The 4-Pin Round Black Breakout Harness is used to The 4-Pin Round Gray Breakout Harness is used to
measure voltage and resistance on circuits connected measure voltage and resistance on circuits connected
to the Exhaust Gas Recirculation (EGR) control valve, to the Engine Fuel Pressure (EFP) sensor.
Engine Coolant Temperature (ECT) sensors, Engine
Oil Temperature (EOT) sensor, and Cold Start
Solenoid (CSS).
EGES-420
4-Pin Round Green Breakout Harness The 96-Pin Breakout Box ñ DLC II allows testing
of the Engine Interface Module (EIM) controlled
components without disturbing connections or
piercing wire insulation when accessing various
signal voltages in the electronic control system.
CAUTION: To prevent damage to the breakout box,
the breakout box is used for measurement only, not to
activate or control circuits. High current levels passing
through the breakout box will burn out the internal
circuitry.
180-Pin Breakout Box
Figure 296 ZTSE4882
The 4-Pin Round Green Breakout Harness is used to

measure voltage and resistance on circuits connected
to the Engine Oil Pressure (EOP) sensor.
96-Pin Breakout Box ñ DLC II
Figure 298 1180-N4-0X0
The 180-Pin Breakout Box allows testing of the

Engine Control Module (ECM) and Aftertreatment
Control Module (ACM) controlled components
without disturbing connections or piercing wire
insulation when accessing various signal voltages in
Figure 297 ZTSE4582 the electronic control system.
EGES-420
CAUTION: To prevent damage to the breakout box, Aftertreatment Harness

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.
This box is a universal type box that can adapt to any
control system by means of a unique jumper harness.
Each jumper harness is a separate part, complete with
a breakout box overlay (pin identifier) sheet.
The standard box layout is as follows:
ï Two 90-pin connectors which feed 90 banana plug
probing points.
ï Each 90-pin section of the box is basically a stand
alone box.
ï The top row is all fuse protected circuits, the
second row is all twisted pair circuits. Figure 300 00-01161-00
500 Ohm Resistor Harness The Aftertreatment Harness with breakout box overlay
(pin identifier) sheet is used with the 180-pin breakout
box to test circuits connected to the ACM.
Aftertreatment 2-Pin Breakout Harness
Figure 299 ZTSE4497
The 500 Ohm Resistor Harness is used for sensor end

diagnostics of sensor circuits. Figure 301 ZTSE4760A
The Aftertreatment 2-Pin Breakout Harness is

used to measure voltage and resistance on circuits
connected to the Exhaust Gas Temperature (EGT)
sensors, Aftertreatment Fuel Supply (AFS) valve,
Aftertreatment Fuel Injector (AFI), and Aftertreatment
Fuel Drain (AFD) valve.
EGES-420
Aftertreatment Fuel Pressure Breakout Harness The Amp Clamp is used to measure amperage draw
for the cold start assist system glow plug.
APS/IVS Sensor Breakout Harness
Figure 302 ZTSE4845
The Aftertreatment Fuel Pressure Breakout Harness

is used to measure the voltage and resistance on Figure 304 ZTSE4485A
circuits connected to the Aftertreatment Fuel Pressure
(AFP) sensor.
The APS/IVS Sensor Breakout Harness is used to
to the APS/IVS sensor.
Amp Clamp
Boost Control Solenoid Breakout Harness
Figure 305 ZTSE4831
The Boost Control Solenoid Breakout Harness is

Figure 303 ZTSE4575 connected to the Boost Control Solenoid (BCS) valve.
EGES-420
Breakout Harnesses Kit Cold Start Relay Breakout Harness
The Breakout Harness Kit contains the following: The Cold Start Relay Breakout Harness is used to
ï 4-Pin Round Black Breakout Harness measure voltage and resistance on circuits connected
to the Cold Start Relay (CSR).
ï 4-Pin Round Blue Breakout Harness
ï 4-Pin Round Gray Breakout Harness
Coolant Flow Valve Breakout Harness
ï 4-Pin Round Green Breakout Harness
ï Aftertreatment 2-Pin Breakout Harness
ï Aftertreatment Fuel Pressure Breakout Harness
ï APS/IVS Sensor Breakout Harness
ï Boost Control Solenoid Breakout Harness
ï CMP, CKP and FPCV Breakout Harness
ï Coolant Flow Valve Breakout Harness
ï Coolant Mixer Valve Breakout Harness
ï Cold Start Relay Breakout Harness
ï EGDP Breakout Harness
ï EGR Position and ITV Breakout Harness
ï EIM Power Relay Breakout Harness Figure 308 ZTSE4871
ï ELS and V8 EGR breakout Harness

ï Engine Fan Control Breakout Harness The Coolant Flow Valve Breakout Harness is used to
ï FRP Breakout Harness to the Coolant Flow Valve (CFV).
ï MAP/IAT2 Breakout Harness
ï Retarder Control Breakout Harness
EGES-420
Coolant Mixer Valve Breakout Harness connected to the Fuel Pressure Control Valve (FPCV),
Crankshaft Position (CKP) sensor and Camshaft
Position (CMP) sensor.
Digital Multimeter (DMM) (Fluke 88V)
Figure 309 ZTSE4870
The Coolant Mixer Valve Breakout Harness is used to

to the Coolant Mixer Valve (CMV).
CMP, CKP and FPCV Breakout Harness
Figure 311 ZTSE4357
The Digital Multimeter (DMM) (Fluke 88V) is used to

troubleshoot electrical components, sensors, injector
solenoids, relays, and wiring harnesses. The DMM
has a high input impedance that allows testing of
sensors while the engine is running, without loading
Figure 310 ZTSE4828 the circuit being tested. This ensures the signal
voltage measurement is not affected by the voltmeter.
The CMP, CKP and FPCV Breakout Harness is

EGES-420
E1-Engine Harness EGDP Breakout Harness
Figure 312 00-01160-00 Figure 314 ZTSE4761A
The E1-Engine Harness with breakout box overlay The EGDP Breakout Harness is used to measure
(pin identifier) sheet is used with the 180-pin breakout voltage and resistance on circuits connected to the
box to test circuits connected to the ECM E1 Exhaust Gas Differential Pressure (EGDP) sensor.
connector.
E2-Engine, D-Injector, C-Chassis Harness EGR Position and ITV Breakout Harness
Figure 315 ZTSE4833

Figure 313 00-01162-00
The E2-Engine, D-Injector, C-Chassis Harness with The EGR Position and ITV Breakout Harness is
breakout box overlay (pin identifier) sheet is used with used to measure voltage and resistance on circuits
the 180-pin breakout box to test circuits connected to connected to the Exhaust Gas Recirculation Position
the ECM E2, D, and powertrain harness connectors. (EGRP) sensor and Intake Throttle Valve (ITV).
EGES-420
EIM Power Relay Breakout Harness The ELS and V8 EGR Breakout Harness is used to
to the Exhaust Lambda Sensor (ELS).
Engine Fan Control Breakout Harness
Figure 316 ZTSE4908
The EIM Power Relay Breakout Harness is used to

measure voltage and resistance on circuits to the EIM
relay. Figure 318 ZTSE4844
ELS and V8 EGR Breakout Harness The Engine Fan Control Breakout Harness is used to
to the variable electronic fan control.
Figure 317 ZTSE4735A
EGES-420
EZ-TechÆ Electronic Service Tool (EST) FRP Breakout Harness
Figure 320 ZTSE4829
The FRP Breakout Harness is used to measure

voltage and resistance on circuits connected to the
Fuel Rail Pressure (FRP) sensor.
IC4 USB Interface Cable
Figure 319 J-45067
The EZ-TechÆ Electronic Service Tool (EST) is

used to run the MasterDiagnosticsÆ software for
diagnosing and troubleshooting engine and vehicle
problems.
MasterDiagnosticsÆ Software
MasterDiagnosticsÆ software, loaded to an EST or
laptop computer, is used to check performance of
engine systems, diagnose engine problems, and
store troubleshooting history for an engine.
Figure 321 ZTSE4632-USB
The IC4 USB Interface Cable connects the EST to

the truck Controller Area Network (CAN) through the
vehicle diagnostic connector.
EGES-420
MAP/IAT2 Breakout Harness Temperature Sensor Breakout Harness
Figure 324 ZTSE4483
The Temperature Sensor Breakout Harness is used to

to the Intake Air Temperature (IAT) sensor.
Figure 322 ZTSE4830

Terminal Test Adapter Kit
The MAP/IAT2 Breakout Harness is used to measure

voltage and resistance on circuits connected to the
Manifold Absolute Pressure/ Intake Air Temperature
(MAP/IAT2) sensor.
Retarder Control Breakout Harness
Figure 323 ZTSE4834
The Retarder Control Breakout Harness is used to Figure 325 ZTSE4435A

to the retarder control.
The Terminal Test Adapter Kit is used to access
circuits in the connector harness and allows for
the use of a DMM without damaging the harness
EGES-420
connectors. The probes may also be used as a The Crankcase Pressure Test Adapter is used to
guide to determine whether the harness connector is measure combustion gas flow from the valve cover
retaining correct tension on the mating terminal. and may be used with the magnehelic gauge or slack
tube manometer.
Use the pressure readings obtained with this adapter
as the main source of engine condition. Use oil
Mechanical Tools consumption trend data if the pressure readings
Air Intake Guard are over the specified limits. Neither changes in
oil consumption trends nor crankcase diagnostic
pressure trends can establish a specific problem.
These changes only indicate that a problem exists.
Digital Manometer
Figure 326 ZTSE4893
The Air Intake Guard is used to protect the

turbochargers while performing diagnostics with
the air cleaner disconnected.
Crankcase Pressure Test Adapter
Figure 328 Locally obtained
The digital manometer is used to measure low

vacuum for intake restriction or low crankcase
pressure. A variety of digital manometers are
Figure 327 ZTSE4039 (0.406 in. diameter)
available for purchase locally.
EGES-420
Disposable Air and Fuel Caps Fuel Block Off Tool
The Disposable Air and Fuel Caps are used to cap The Fuel Block Off Tool is used to block the
the fuel system lines and fittings when the fuel system T-connector fuel line at the high pressure pump
is disconnected for diagnostics. The Disposable Air in order to measure the low pressure pump output
and Fuel Caps prevent dirt and foreign particles from pressure.
entering and contaminating the fuel system.
Fuel Fitting Adapter

EGR Cooler Pressure Test Plates
Figure 332 ZTSE4906

Figure 330 ZTSE4877
The Fuel Fitting Adapter is used in conjunction with the

The EGR Cooler Pressure Test Plates are used to Fuel Inlet Restriction and Aeration Tool to measure the
pressure test the EGR cooler. fuel pressure in the return line.
EGES-420
Fuel Inlet Restriction and Aeration Tool The Fuel Line Disconnect Tool 11.8 mm is used to
release the locking mechanism on low pressure fuel
line connectors.
Fuel Line Disconnect Tool 16 mm
Figure 333 ZTSE4886
The Fuel Inlet Restriction and Aeration Tool is used

to check for pressure and aerated fuel in the low fuel
pressure system. Figure 335 ZTSE4772
Fuel Line Disconnect Tool 11.8 mm The Fuel Line Disconnect Tool 16 mm is used to
release the locking mechanism on low pressure fuel
line connectors.
Figure 334 ZTSE4773
EGES-420
Fuel Pressure Gauge The Gauge Bar Tool is used to measure intake
manifold (boost) pressure, fuel system inlet restriction,
fuel pressure, oil pressure, air cleaner intake
restriction, and crankcase pressure.
ï 0 kPa to 200 kPa (0 psi to 30 psi) measures intake
manifold pressure.
ï 0-30 in-Hg vacuum /0 kPa to 200 kPa (0 psi to 30
psi) compound gauge measures fuel system inlet
restriction and intake manifold pressure.
0-30 in-H2O 0 kPa to 7.5 kPa (0 psi to 1 psi)
maximum pressure magnehelic gauge measures
crankcase pressure and air inlet restriction.
ï 60 kPa to 1100 kPa (0 psi to 160 psi) gauge
may be used to check the fuel pressure and oil
pressure.
High Pressure Rail Plugs
Figure 336 ZTSE4681

1. Quick disconnect check valve
2. Fuel test line
3. Fuel Pressure Gauge
4. Inline shut-off valve
5. Clear test line
The Fuel Pressure Gauge is used to check for fuel

pressure and aerated fuel in the low fuel pressure
system.
Gauge Bar Tool

Figure 338 ZTSE4900
The High Pressure Rail Plugs are used to isolate

individual injectors by blocking the pressure pipe rail
output.
Figure 337 ZTSE4409
EGES-420
High Pressure Return Line Tester Plastic Surge Tank Cap Adaptor
Figure 339 ZTSE4887-1 ñ 17 mm Figure 341 ZTSE23842
The 17 mm High Pressure Return Line Tester is used The Plastic Surge Tank Cap Adaptor is used to block
to check for fuel returning from the pressure pipe rail. off the surge tank while performing a cooling system
pressure test.
Radiator Pressure Testing Kit
Figure 340 ZTSE4887-2 ñ 19 mm
The 19 mm High Pressure Return Line Tester is used

to check for excessive fuel returning from the fuel Figure 342 ZTSE2384
injectors at the cylinder head fuel return port.
The Radiator Pressure Test Kit is used to check

pressure caps and cooling systems. The easy-to-read
pressure gauge indicates if the cap is in good
condition and whether the cooling system leaks.
EGES-420
Slack Tube Manometer 1. Support the manometer vertically. Make sure the
fluid level is in line with the zero indicator on the
graduated scale.
2. Connect one leg of the manometer to the source
of the pressure or vacuum. Leave the other leg
open to atmospheric pressure.
3. Start the engine and allow it to reach normal
operating temperature. Then run the engine to
high idle. The manometer can be read after 10
seconds.
4. Record the average position of the fluid level
when it is above and below the zero indicator.
Add the two figures together. The sum of the
two is the total column of fluid (distance A). This
represents the crankcase pressure in inches of
water (in-H2O).
At times, both columns of the manometer will not
travel the same distance. This is no concern if
the leg not connected to the pressure or vacuum
source is open to the atmosphere.
5. Compare the manometer reading with engine
specifications.
6. When the test is done, clean the tube thoroughly
using soap and water. Avoid liquid soaps and
solvents.
UV Leak Detection Kit

Figure 343 ZTSE2217A
The Slack Tube Manometer is a U-shaped tube with

a scale mounted between the legs of the tube. When
the portability of the gauge bar tool is not required, this
manometer is used to measure low vacuum for intake
restriction or low crankcase pressure.
Filling
Fill the manometer with water before checking
pressure. Use only distilled water. Add some colored
water vegetable dye so the scale can be read more
easily. With both legs of the manometer open to
the atmosphere, fill the tube until the top of the fluid
column is near the zero mark on the scale. Shake the
tube to eliminate any air bubbles.
Figure 344 ZTSE4618
Installing, Reading, and Cleaning
The UV Leak Detection Kit is used with fuel dye to

quickly identify leaks. The fuel dye combines with
EGES-420
fuel and migrates out at the leak. The ultraviolet

lamp illuminates the leaking fuel dye, which appears
fluorescent yellow-green in color.
Electronic Circuit Testing

Electrical Theory
Voltage
Voltage is electrical pressure or force that pushes
current through a circuit. The pressure is measured
in volts. The symbol V (for example, 12 V) is used
in circuit diagrams to denote voltage. The letter E
(Electromotive force) is also used for voltage. Voltage
can be compared to the pressure necessary to push
Figure 345 Ohmís Law
water through a metering valve.
Low voltage to a lamp causes the lamp to glow
dimly. This can be caused by low source voltage Memorize the formula in the circle. Cover the letter
(discharged battery or low alternator output) or with a finger for the desired formula. For example, I is
by high circuit resistance resulting from a poor covered, the formula is I = E ˜ R.
connection. Resistance from a poor connection or
If two values are known for a given circuit, the
poor ground is an additional load in the circuit. The
missing one can be found by substituting the values
additional load reduces voltage available to push
in amperes, volts, or ohms.
current through the load device. Before making any
meter measurements, review Ohmís Law. The three basic formulas for Ohmís Law are as
follows:
I = Current (amperes)
E = Voltage (volts)
Ohmís Law R = Resistance (ohms)
Ohmís Law describes the relationship between ï I=E˜R
current, voltage, and resistance in an electrical
This formula states that the current flow (I) in
circuit. Ohmís Law also provides the basic formula
the circuit equals the voltage (E) applied to the
for calculations.
circuit divided by the total resistance (R) in the
circuit. This shows that an increase in voltage or
a decrease in resistance increases the current
flow.
ï E=I◊R
This formula states that the voltage (E) applied to
the circuit equals the current flow (I) in the circuit
multiplied by the total resistance (R) in the circuit.
The voltage drop is caused by resistance across a
particular load device in a series of load devices.
EGES-420
ï R=E˜l Voltage drops are important for the following reasons:

This formula states that the total resistance (R) ï High voltage drops indicate excessive resistance.
in the circuit equals the voltage (E) applied to the For example, if a blower motor runs too slowly
circuit divided by the current flow (I) in the circuit. or a light glows too dimly, the circuit may have
Resistance can be calculated for a specific current excessive resistance. Voltage drop readings can
flow when a specific voltage is applied. isolate problems in parts of a circuit (corroded or
loose terminals, for example).
ï 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.
ï Maximum allowable voltage drop under load
is critical, especially for more than one high
resistance problem. All voltage drops in a
circuit are cumulative. Corroded terminals,
loose connections, damaged wires or other
similar conditions create undesirable voltage
drops that decrease the voltage available across
the key components in the circuit. Increased
resistance will decrease current flow in the circuit,
Figure 346 Simple electrical circuit preventing other components from operating
at peak efficiency. A small drop across wires
(conductors), connectors, switches, etc., is
In a typical circuit, battery voltage is applied to a bulb normal because all conductors have some
through a 10 amp fuse and a switch. Closing the resistance, but the total should be less than
switch turns on the bulb. 10% of the total voltage drop in the circuit.
To find the current flow, use the formula I = E ˜ R:
Fill in the numbers for the formula: Using the Digital Multimeter (DMM)
I = 12 V ˜ 2 ohms The following electrical test equipment should be
I = 6 amps available for testing electronic circuits:
The bulb in this circuit operates at 6 amps and is rated ï Voltmeter

at 6 amps. With 12 volts applied, the bulb glows at the ï Ohmmeter
rated output level (candlepower rating). However,
ï Ammeter
ï if the voltage applied is low (low battery), the value
of E is lower, current flow is less, and the bulb ï Jumper wires
glows less brightly. ï Test lights
ï if connections are loose or the switch is corroded,
the circuit resistance are greater (value of R is
larger), the current flow is reduced, and the bulb
glows less brightly.
EGES-420
Test Meters Jumper Wires
Figure 347 Typical Test Meters
Test meters come in a variety of models. Any working

model will be adequate for simple tests. However,
accurate readings are important. Make sure the
test meter is of high quality. The Fluke 88 Digital
Multimeter (DMM) is recommended because it has
very little current and a high impedance (resistance)
of 10 megaohms (10 MΩ). Figure 348 Jumper wires
CAUTION: Only use a high impedance digital

multimeter when troubleshooting an electronic circuit. Jumper wires allow a circuit to bypass a suspected
Do not use any kind of battery powered test light. opening or break in a circuit. Use a jumper wire
Battery test lights can damage an electronic control to check for open relay contacts, wire breaks and
circuit. poor ground connections. Several jumper wires with
NOTE: Some devices in an electronic control system different tips should be available.
are not capable of carrying an appreciable amount of
current. Therefore, test equipment must be designed
to not damage any part the electronic control system.
Do not use analog meters unless specified. Analog
meters use too much current to test an electronic
control system.
EGES-420
ï What is the voltage reading?

ï What is the voltage drop across a load device?
Figure 349 Troubleshooting with 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.
A circuit with no openings or breaks has continuity
(uninterrupted current flow) and needs no further
testing.
An opening in the ground circuit exists for the
following:
Figure 350 Checking power to a load device
ï A switch is closed but the light does not illuminate.
ï Jumping the switch does not illuminate the light.
To check for voltage to a load device, connect the
ï Jumping the light to the ground causes the light to positive meter lead to the input connection of the
illuminate. device (positive side) and connect the negative meter
lead to a good vehicle ground.
Voltmeter
Use a voltmeter to answer the following questions:
ï Does the circuit have voltage?
EGES-420
Figure 351 Checking power to a connector Figure 352 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. positive side of the device and the negative meter
lead to the negative side of the device.
With the device operating, this measures 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 equals the voltage dropped
in the circuit. If this circuit only dropped 9 V across the
load, it indicates the wires and connections dropped 3
V, indicating excessive circuit resistance.
Ammeter
An ammeter measures current flow (amperage) in a
circuit. Amperes (or amps) are units of electron flow
that indicate how many electrons are passing through
the circuit. An amp is the unit of measurement for the
current flow in the circuit.
Ohmís Law states that the current flow is equal to the
circuit voltage divided by the total circuit resistance
(I = E ˜ R). Therefore, increasing the voltage also
EGES-420
increases the current flow. Any decrease in resistance ammeter measures current flow only when the circuit
also increases the current flow. is powered up and operating. The DMM is fused to
measure up to 10 amps using the 10 A connection
At normal operating voltage, most circuits have a
point.
characteristic amount of current flow (current draw).
Current draw can be measured with an ammeter. Before measuring current flow, determine
Valuable diagnostic information can be provided approximately how many amps are in the circuit
by referring to a specified current draw rating for a to correctly connect the ammeter. The estimate of
component (electrical device), measuring the current current flow can easily be calculated. The resistance
flow in the circuit, and then comparing the two of the light bulb is 2 ohms. Applying Ohmís law,
measurements (the specified current draw versus the current flow will be 6 amps (6 amps = 12 V ˜ 2 ohms).
actual measurement). If the fuse is removed and an ammeter is installed
with the switch closed, 6 amps of current is 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 serious personal injury

or possible death, always make sure the power is
off before cutting, soldering, removing circuit
components, or before inserting the digital
multimeter 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 to handle. Excessive current draw
opens fuses and circuit breakers, and also quickly
discharges batteries. An ammeter can diagnose
these conditions.
Reduced current draw causes a device (an electric
window motor, for example) to operate poorly.
Increased circuit resistance causes lower current
flow (often due to loose or corroded connections).
Ohmmeter
CAUTION: To prevent damage to the test meter, only
use the ohmmeter on circuits when the power is OFF.
Power from 12 V systems may damage the meter.
The ohmmeter measures resistance (ohms) in a
circuit. Ohmmeters use a small battery to supply
voltage and current flow through the circuit being
tested. Based on Ohmís Law, the ohmmeter
calculates resistance in the circuit by measuring
Figure 353 Installing the ammeter the voltage of the meter battery and the amount of
current flow in the circuit. Range selection and meter
adjustment are not necessary with the DMM.
An ammeter is connected in series with the load, so
that all of the current flows through the meter. The
EGES-420
by disconnecting one circuit. Place the ohmmeter

leads across the component or circuit to display the
resistance in ohms. When checking a sensor or
variable resistor such as the fuel level gauge, heating
the element or moving the arm should move the meter
through a range of resistance that can be compared
to a specification.
Figure 354 Measuring resistance
Figure 355 Checking for open circuits

Resistance measurements are used to determine
the resistance of a load or conductors, the value of
resistors and the operation of variable resistors.
Open electrical circuits can be diagnosed using an
To measure the resistance of a component or a circuit, ohmmeter. Disconnect the power supply to the circuit
remove power from the circuit. Isolate the component and isolate the circuit from all other circuits. The circuit
or circuit from other components and circuits so that between the light and the ground is disconnected to
the meter current (from probe to probe) only flows prevent reading a circuit that may be shorted to
through the selected component or circuit. When ground ahead of the load device as a continuous
measuring the resistance of the load, most of the circuit. Connect the ohmmeter to the open ends of
current flow from the meter goes through the indicator the circuit. A high reading (infinity) indicates an open
lamp because it has less resistance. circuit. A reading near zero indicates a continuous
circuit. With the Fluke 88 Digital Multimeter (DMM),
Remove one connector to the load. It is not always
an open circuit reads OL (over limit).
apparent when a component must be isolated, so it
is a good practice to isolate a component or circuit
EGES-420
Checks for short circuits are similar to checks for open

circuits. Isolate the circuit from the power source and
the ground point. Connect the ohmmeter between
an isolated circuit and a good ground point to check
the circuit for a short to ground. A short to ground is
indicated by a reading near zero. A circuit that is not
shorted to ground causes a high meter reading.
Measuring Duty Cycle with Fluke 88

When measuring duty cycle, make sure the large dial
on the meter is pointing to volts DC, the % DUTY
button is set to the Duty Cycle function, and the trigger
has a positive slope.
Figure 356 Checking for short circuits
EGES-420
Use the following procedure to check duty cycle: 1. Turn the large dial on the meter to volts DC,
indicated by V RPM.
Figure 358 Fluke 88 with negative trigger slope

in duty cycle mode
2. Press the % DUTY button to select duty cycle

mode. The screen on the meter shows TRIG (with
a _ under the TRIG) in the lower left hand corner of
the screen. A percent sign appears on the upper
right hand corner of the screen.
Figure 357 Fluke 88 in volts DC mode
EGES-420
ï Analyze what parts of the system are working.

2. See Section 7 in this manual or the correct chassis
manual.
Read the electrical operation for the problem
circuit and review the circuit diagram.
Understanding electrical operation and the
circuit diagram can narrow the cause of the
problem to one component or certain parts of the
circuit.
3. Check the circuit diagram.
Check the circuit diagram for possible clues to the
problem. Location of specific components in the
circuit helps 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
Figure 359 Fluke 88 in duty cycle mode with ground connection (such as VREF, signal ground,
positive trigger slope actuator power, actuator ground).
If part of a circuit fails, check the connections
between the part that works and the part that does
3. In duty cycle mode, press the ALERT button to not work. For example, if the low beam headlights
change from negative to positive trigger slope. work, but both high beam headlights and the high
The slope is indicated by a plus or minus sign beam indicator do not work, the power and ground
below TRIG in the lower left hand corner of the paths must be good. Since the dimmer switch
screen. A percent sign appears on the upper right is the component that switches the power to the
hand corner of the screen. high beam headlights, it is probably the cause of
4. After the meter has been set to the correct failure.
settings, connect meter as indicated in Pinpoint 4. Determine the cause of the problem and follow
Diagnostics. diagnostic procedures in Section 7.
5. Make the repair.
Troubleshooting Repair the problem circuit as directed in the
1. Verify the problem. diagnostic tables.
Operate the complete system and list all 6. Verify the repair is complete.
symptoms as follows: Operate the system. Make sure the repair has
ï Check the accuracy and completeness of the removed all symptoms and not caused any new
complaint. symptoms.
ï Learn more that might give a clue to the

nature and location of the problem.
EGES-420
9 ABBREVIATIONS AND ACRONYMS 465
Table of Contents
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .467

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .467
EGES-420
466 9 ABBREVIATIONS AND ACRONYMS
EGES-420
Abbreviations and Acronyms cc ñ Cubic centimeter

CCA ñ Cold Cranking Ampere
Abbreviations and Acronyms
CCV ñ Coolant Control Valve
A or amp ñ Ampere CDR ñ Crankcase Depression Regulator
ABDC ñ After Bottom Dead Center CID ñ Cubic Inch Displacement
ABS ñ Antilock Brake System cfm ñ Cubic feet per minute
AC ñ Alternating Current cfs ñ Cubic feet per second
A/C ñ Air Conditioner CFV ñ Coolant Flow Valve
ACC ñ Air Conditioner Control CKP ñ Crankshaft Position
ACCEL ñ Accelerator CKPO ñ Crankshaft Position Out
ACD ñ Air Conditioner Demand cm ñ Centimeter
ACM ñ Aftertreatment Control Module CMP ñ Camshaft Position
ACT PWR GND ñ Actuator Power Ground CMPO ñ Camshaft Position Out
A/F ñ Air to Fuel ratio CMV ñ Coolant Mixer Valve
AFD ñ Aftertreatment Fuel Drain CO ñ Carbon Monoxide
AFI ñ Aftertreatment Fuel Injector COO ñ Cruise On / Off switch
AFP ñ Aftertreatment Fuel Pressure CPU ñ Central Processing Unit
AFS ñ Aftertreatment Fuel Supply CSS ñ Cold Start Solenoid
AFT ñ Aftertreatment CSR ñ Cold Start Relay
AIT ñ Air Intake Temperature CTC ñ Coolant Temperature Compensation
Amb ñ Ambient Cyl ñ Cylinder
amp or A ñ Ampere
DB ñ Decibel
AMS ñ Air Management System
DCA ñ Diesel Coolant Additive
API ñ American Petroleum Institute
DDI ñ Digital Direct Fuel Injection
APS ñ Accelerator Position Sensor
DDS ñ Driveline Disengagement Switch
APS/IVS ñ Accelerator Position Sensor / Idle
DLC ñ Data Link Connector
Validation Switch
DME ñ Dimethyl Ether
ASTM ñ American Society for Testing and Materials
DMM ñ Digital Multimeter
ATA ñ American Trucking Association
DOC ñ Diesel Oxidation Catalyst
ATDC ñ After Top Dead Center
DPF ñ Diesel Particulate Filter
AWG ñ American Wire Gauge
DT ñ Diesel Turbocharged
B+ or VBAT ñ Battery Voltage DTC ñ Diagnostic Trouble Code
BAP or BARO ñ Barometric Absolute Pressure DTRM ñ Diesel Thermo Recirculation Module
BARO or BAP ñ Barometric Absolute Pressure
EBC ñ Exhaust Brake Controller
BBDC ñ Before Bottom Dead Center
EBP ñ Exhaust Back Pressure
BCP ñ Brake Control Pressure
EBPD ñ Exhaust Back Pressure Desired
BCS ñ Boost Control Solenoid
ECI ñ Engine Crank inhibit
BDC ñ Bottom Dead Center
ECL ñ Engine Coolant Level
bhp ñ Brake Horsepower
ECM ñ Engine Control Module
BNO ñ Brake Normally Open
ECM PWR ñ Engine Control Module Power
BOO ñ Brake On / Off
ECT ñ Engine Coolant Temperature
BPS ñ Brake Pressure Switch
ECT2 ñ Engine Coolant Temperature 2
BSV ñ Brake Shut-off Valve
EFAN ñ Electronic Engine Fan
BTDC ñ Before Top Dead Center
EFANS ñ Electronic Engine Fan Speed
BTU ñ British Thermal Unit
EFP ñ Engine Fuel Pressure
C ñ Celsius EFRC ñ Engine Family Rating Code
CAC ñ Charge Air Cooler EFT ñ Engine Fuel Temperature
CAN ñ Controller Area Network EG ñ Ethylene Glycol
CAP ñ Cold Ambient Protection EGC ñ Electronic Gauge Cluster
CARB ñ California Air Resources Board EGDP ñ Exhaust Gas Differential Pressure
EGES-420
EGR ñ Exhaust Gas Recirculation IAT ñ Intake Air Temperature

EGRH ñ Exhaust Gas Recirculation High control IAHC ñ Inlet Air Heater Control
EGRL ñ Exhaust Gas Recirculation Low control IAHD ñ Inlet Air Heater Diagnostic
EGRP ñ Exhaust Gas Recirculation Position IAHR ñ Inlet Air heater Relay
EGT1 ñ Exhaust Gas Temperature 1 IC ñ Integrated Circuit
EGT2 ñ Exhaust Gas Temperature 2 ICP ñ Injector Control Pressure
EGT3 ñ Exhaust Gas Temperature 3 ID ñ Inside Diameter
EIM ñ Engine Interface Module IDM ñ Injector Drive Module
ELS ñ Exhaust Lambda Sensor IGN ñ Ignition
EMI ñ Electromagnetic Interference ILO ñ Injector Leak Off
EOP ñ Engine Oil Pressure in ñ Inch
EOT ñ Engine Oil Temperature inHg ñ Inch of mercury
EPA ñ Environmental Protection Agency inH2O ñ Inch of water
EPR ñ Engine Pressure Regulator INJ ñ Injector
ESC ñ Electronic System Controller IPR ñ Injection Pressure Regulator
ESN ñ Engine Serial Number ISISÆ ñ InternationalÆ Service Information System
EST ñ Electronic Service Tool IST ñ Idle Shutdown Timer
EVB ñ Exhaust Valve Brake ITP ñ Internal Transfer Pump
EWPS ñ Engine Warning Protection System ITV ñ Intake Throttle Valve
ITVH ñ Intake Throttle Valve High control
F ñ Fahrenheit
ITVL ñ Intake Throttle Valve Low control
FCV ñ Fuel Coolant Valve
ITVP ñ Intake Throttle Valve Position
FEL ñ Family Emissions Limit
IVS ñ Idle Validation Switch
fhp ñ Friction horsepower
FMI ñ Failure Mode Indicator JCT ñ Junction (electrical)
FPC ñ Fuel Pump Control
kg ñ Kilogram
FPCV ñ Fuel Pressure Control Valve
km ñ Kilometer
fpm ñ Feet per minute
km/h ñ Kilometers per hour
fps ñ Feet per second
km/l ñ Kilometers per liter
FRP ñ Fuel Rail Pressure
KOEO ñ Key-On Engine-Off
ft ñ Foot
KOER ñ Key-On Engine-Running
FVCV ñ Fuel Volume Control Valve
kPa ñ Kilopascal
GND ñ Ground (electrical)
L ñ Liter
gal ñ Gallon
L/h ñ Liters per hour
gal/h ñ U.S. Gallons per hour
L/m ñ Liters per minute
gal/min ñ U. S. Gallons per minute
L/s ñ Liters per second
GCW ñ Gross Combined Weight
lb ñ Pound
GCWR ñ Gross Combined Weight Rating
lbf ñ Pound-force
GPC ñ Glow Plug Control
lb/s ñ Pounds per second
GPD ñ Glow Plug Diagnostic
lbf∑ft ñ Pound-force foot
GPR ñ Glow Plug Relay
lbf∑in ñ Pound-force inch
GVW ñ Gross Vehicle Weight
lbm ñ Pounds of mass
H2O ñ Water LPCAC ñ Low Pressure Charge Air Cooler
HC ñ Hydrocarbon LSD ñ Low Sulfur Diesel
HCI ñ Hydrocarbon Injection
m ñ Meter
HFCM ñ Horizontal Fuel Conditioning Module
m/s ñ Meters per second
Hg ñ Mercury
MAF ñ Mass Air Flow
hp ñ Horsepower
MAG ñ Magnetic
HPCAC ñ High Pressure Charge Air Cooler
MAP ñ Manifold Absolute Pressure
hr ñ Hour
Hyd ñ Hydraulic
EGES-420
MAP/IAT ñ Manifold Absolute Pressure/Intake Air rev ñ Revolution

Temperature Sensor rpm ñ Revolutions per minute
MAT ñ Manifold Air Temperature RPRE ñ Remote Preset
mep ñ Mean effective pressure RSE ñ Radiator Shutter Enable
mi ñ Mile RVAR ñ Remote Variable
mm ñ Millimeter
SAE ñ Society of Automotive Engineers®
mpg ñ Miles per gallon
SCA ñ Supplemental Coolant Additive
mph ñ Miles per hour
SCCS ñ Speed Control Command Switches
MPR ñ Main Power Relay
SCS ñ Speed Control Switch
MSDS ñ Material Safety Data Sheet
SHD ñ Shield (electrical)
MSG ñ Micro Strain Gauge
SID ñ Subsystem Identifier
MSM ñ Multiplex System Module
SIG GRD ñ Signal Ground
MY ñ Model Year
S/N ñ Serial Number
NC ñ Normally closed (electrical) SW ñ Switch (electrical)
NETS ñ Navistar Electronics Technical Support SYNC ñ Synchronizer
Nm ñ Newton meter
TACH ñ Tachometer output signal
NO ñ Normally Open (electrical)
TBD ñ To Be Determined
NOX ñ Nitrogen Oxides
TCAPE ñ Truck Computer Analysis of Performance
OAT ñ Organic Acid Technology and Economy
OCC ñ Output Circuit Check TDC ñ Top Dead Center
OCP ñ Overcrank Protection TCM ñ Transmission Control Module
OD ñ Outside Diameter TTS ñ Transmission Tailshaft Speed
OL ñ Over Limit
ULSD ñ Ultra Low Sulfur Diesel
ORH ñ Out-of-Range High
UVC ñ Under Valve Cover
ORL ñ Out-of-Range Low
OSHA ñ Occupational Safety and Health V ñ Volt
Administration VBAT or B+ ñ Battery Voltage
OWL ñ Oil/Water Lamp VC ñ Volume Control
VEPS ñ Vehicle Electronics Programming System
PID ñ Parameter Identifier
VGT ñ Variable Geometry Turbocharger
PN ñ Part Number
VIGN ñ Ignition Voltage
ppm ñ Parts per million
VIN ñ Vehicle Identification Number
PROM ñ Programmable Read Only Memory
VOP ñ Valve Opening Pressure
psi ñ Pounds per square inch
VRE ñ Vehicle Retarder Enable
psia ñ Pounds per square inch absolute
VREF ñ Reference Voltage
psig ñ Pounds per square inch gauge
VSO or VSS_CAL ñ Vehicle Speed Output
pt ñ Pint
VSS ñ Vehicle Speed Sensor
PTO ñ Power Take-off
VSS_CAL or VSO ñ Vehicle Speed Output
PWM ñ Pulse Width Modulate
PWR ñ Power (voltage) WEL ñ Warn Engine Lamp
WIF ñ Water In Fuel
qt ñ Quart
WTEC ñ World Transmission Electronically Controlled
RAM ñ Random Access Memory automatic transmissions (Allison)
RAS ñ Resume / Accel Switch (speed control)
XMNS ñ Transmission
REPTO ñ Rear Engine Power Takeoff
RFI ñ Radio Frequency Interference
EGES-420
EGES-420
10 TERMINOLOGY 471
Table of Contents
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .473
Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .473
EGES-420
472 10 TERMINOLOGY
EGES-420
10 TERMINOLOGY 473
Terminology output of an engine, sometimes-called flywheel

horsepower is less than the indicated horsepower by
Terms
the amount of friction horsepower consumed in the
Accessory work ñ The work per cycle required engine.
to drive engine accessories (normally, only those
Brake Horsepower (bhp) net ñ Net brake
essential to engine operation).
horsepower is measured with all engine components.
Actuator ñ A device that performs work in response The power of an engine when configured as a fully
to an input signal. equipped engine. (SAE J1349 JUN90)
Aeration ñ The entrainment of air or combustion gas Calibration ñ The data values used by the strategy
in coolant, lubricant, or fuel. to solve equations and make decisions. Calibration
values are stored in ROM and put into the processor
Aftercooler (Charge Air Cooler) ñ A heat exchanger
during programming to allow the engine to operate
mounted in the charge air path between the
within certain parameters.
turbocharger and engine intake manifold. The
aftercooler reduces the charge air temperature by Catalyst ñ A substance that produces a chemical
transferring heat from the charge air to a cooling reaction without undergoing a chemical change itself.
medium (usually air).
Catalytic converter ñ An antipollution device in the
Ambient temperature ñ The environmental air exhaust system that contains a catalyst for chemically
temperature in which a unit is operating. In general, converting some pollutants in the exhaust gases
the temperature is measured in the shade (no solar (carbon monoxide, unburned hydrocarbons, and
radiation) and represents the air temperature for other oxides of nitrogen) into harmless compounds.
engine cooling performance measurement purposes.
Cavitation ñ A dynamic condition in a fluid system that
Air entering the radiator may or may not be the same
forms gas-filled bubbles (cavities) in the fluid.
ambient due to possible heating from other sources
or recirculation. (SAE J1004 SEP81) Cetane number ñ 1. The auto-ignition quality of
diesel fuel.
Ampere (amp) ñ The standard unit for measuring the
strength of an electrical current. The flow rate of a 2. A rating applied to diesel fuel similar to octane
charge in a conductor or conducting medium of one rating for gasoline.
coulomb per second. (SAE J1213 NOV82)
3. A measure of how readily diesel fuel starts to burn
Analog ñ A continuously variable voltage. (self-ignites) at high compression temperature.
Analog to digital converter (A/D) ñ A circuit in the Diesel fuel with a high cetane number self-ignites
ECM processing section that converts an analog shortly after injection into the combustion chamber.
signal (DC or AC) to a usable digital signal for the Therefore, it has a short ignition delay time. Diesel
microprocessor. fuel with a low cetane number resists self-ignition.
Therefore, it has a longer ignition delay time.
American Trucking Association (ATA) Datalink ñ
A serial datalink specified by the American Trucking Charge air ñ Dense, pressurized, heated air
Association and the SAE. discharged from the turbocharger.
Boost pressure ñ 1. The pressure of the charge air Charge Air Cooler (CAC) ñ See Aftercooler.
leaving the turbocharger.
Closed crankcase ñ A crankcase ventilation that
2. Inlet manifold pressure that is greater than recycles crankcase gases through a breather, then
atmospheric pressure. Obtained by turbocharging. back to the clean air intake.
Bottom Dead Center (BDC) ñ The lowest position of Closed loop operation ñ A system that uses a sensor
the piston during the stroke. to provide feedback to the ECM. The ECM uses the
sensor to continuously monitor variables and adjust
Brake Horsepower (bhp) ñ The power output from
to match engine requirements.
an engine, not the indicated horsepower. The power
EGES-420
474 10 TERMINOLOGY
Cloud point ñ The point when wax crystals occur in Disable ñ A computer decision that deactivates a
fuel, making fuel cloudy or hazy. Usually below -12 ∞C system and prevents operation of the system.
(10 ∞F).
Displacement ñ The stroke of the piston multiplied by
Cold cranking ampere rating (battery rating) ñ The the area of the cylinder bore multiplied by the number
sustained constant current (in amperes) needed to of cylinders in the engine.
produce a minimum terminal voltage under a load of
Driver (high side) ñ A transistor within an electronic
7.2 volts per battery after 30 seconds.
module that controls the power to an actuator circuit.
Continuous Monitor Test ñ An ECM function that
Driver (low side) ñ A transistor within an electronic
continuously monitors the inputs and outputs to
module that controls the ground to an actuator circuit.
ensure that readings are within set limits.
Duty cycle ñ A control signal that has a controlled
Coolant ñ A fluid used to transport heat from one point
on/off time measurement from 0 to 100%. Normally
to another.
used to control solenoids.
Coolant level switch ñ A switch sensor used to
Engine lamp ñ An instrument panel lamp that comes
indicate low coolant level.
on when DTCs are set. DTCs can be read as flash
Crankcase ñ The housing that encloses the codes (red and amber instrument panel lamps).
crankshaft, connecting rods, and allied parts.
Engine OFF tests ñ Tests that are done with the
Crankcase breather ñ A vent for the crankcase to ignition switch ON and the engine OFF.
release excess interior air pressure.
Engine rating ñ Engine rating includes Rated hp and
Crankcase pressure ñ The force of air inside the Rated rpm.
crankcase against the crankcase housing.
Engine RUNNING tests ñ Tests done with the engine
Current ñ The flow of electrons passing through a running.
conductor. Measured in amperes.
Exhaust brake ñ A brake device using engine
Damper ñ A device that reduces the amplitude of exhaust back pressure as a retarding medium.
torsional vibration. (SAE J1479 JAN85)
Exhaust manifold ñ Exhaust gases flow through the
Deaeration ñ The removal or purging of gases (air or exhaust manifold to the turbocharger exhaust inlet and
combustion gas) entrained in coolant or lubricating oil. are directed to the EGR cooler.
Deaeration tank ñ A separate tank in the cooling Fault detection/management ñ An alternate control
system used for one or more of the following functions: strategy that reduces adverse effects that can be
caused by a system failure. If a sensor fails, the ECM
ï Deaeration
substitutes a good sensor signal or assumed sensor
ï Coolant reservoir (fluid expansion and afterboil) value in its place. A lit amber instrument panel lamp
signals that the vehicle needs service.
ï Coolant retention
Filter restriction ñ A blockage, usually from
ï Filling
contaminants, that prevents the flow of fluid through
ï Fluid level indication (visible) a filter.
Diagnostic Trouble Code (DTC) ñ Formerly called Flash code ñ See Diagnostic Trouble Code (DTC).
a Fault Code or Flash Code. A DTC is a three digit
Fuel inlet restriction ñ A blockage, usually from
numeric code used for troubleshooting.
contaminants, that prevents the flow of fluid through
Digital Multimeter (DMM) ñ An electronic meter that the fuel inlet line.
uses a digital display to indicate a measured value.
Fuel pressure ñ The force that the fuel exerts on the
Preferred for use on microprocessor systems because
fuel system as it is pumped through the fuel system.
it has a very high internal impedance and will not load
down the circuit being measured.
EGES-420
10 TERMINOLOGY 475
Fuel strainer ñ A pre-filter in the fuel system that ï High idle is maximum rpm at no load.
keeps larger contaminants from entering the fuel
Intake manifold ñ A collection of tubes through which
system.
the fuel-air mixture flows from the fuel injector to the
Fully equipped engine ñ A fully equipped engine intake valves of the cylinders.
is an engine equipped with only those accessories
International NGV Tool Utilized for Next
necessary to perform its intended service. A fully
Generation Electronics (INTUNE) ñ The
equipped engine does not include components
diagnostics software for chassis related components
that are used to power auxiliary systems. If these
and systems.
components are integral with the engine or for any
reason are included on the test engine, the power Low speed digital inputs ñ Switched sensor inputs
absorbed may be determined and added to the net that generate an on/off (high/low) signal to the ECM.
brake power. (SAE J1995 JUN90) The input to the ECM from the sensor could be from
a high input source switch (usually 5 or 12 volts) or
Fusible link (fuse link) ñ A fusible link is a special
from a grounding switch that grounds the signal from
section of low tension cable designed to open the
a current limiting resistor in the ECM that creates a low
circuit when subjected to an extreme current overload.
signal (0 volts).
(SAE J1156 APR86)
Lubricity ñ Lubricity is the ability of a substance
Gradeability ñ The maximum percent grade which
to reduce friction between solid surfaces in relative
the vehicle can transverse for a specified time at a
motion under loaded conditions.
specified speed. The gradeability limit is the grade
upon which the vehicle can just move forward. (SAE Lug (engine) ñ A condition when the engine is
J227a) operating at or below maximum torque speed.
Gross Combined Weight Rating (GCWR) ñ Manometer ñ A double-leg liquid-column gauge, or a
Maximum combined weight of towing vehicle single inclined gauge, used to measure the difference
(including passengers and cargo) and the trailer. between two fluid pressures. Typically, a manometer
The GCWR indicates the maximum loaded weight records in inches of water.
that the vehicle is allowed to tow.
MasterDiagnosticsÆ (MD) ñ The diagnostics
Gross brake horsepower ñ The power of a complete software for engine related components and systems.
basic engine, with air cleaner, without fan, and
Microprocessor ñ An integrated circuit in a
alternator and air compressor not charging.
microcomputer that controls information flow.
Hall effect ñ The development of a transverse electric
Nitrogen Oxides (NOx) ñ Nitrogen oxides form by
potential gradient in a current-carrying conductor or
a reaction between nitrogen and oxygen at high
semiconductor when a magnetic field is applied.
temperatures and pressures in the combustion
Hall effect sensor ñ Generates a digital on/off signal chamber.
that indicates speed and timing.
Normally closed ñ Refers to a switch that remains
High speed digital inputs ñ Inputs to the ECM from closed when no control force is acting on it.
a sensor that generates varying frequencies (engine
Normally open ñ Refers to a switch that remains open
speed and vehicle speed sensors).
when no control force is acting on it.
Horsepower (hp) ñ Horsepower is the unit of work
Ohm (Ω) ñ The unit of resistance. One ohm is the
done in a given period of time, equal to 33,000 pounds
value of resistance through which a potential of one
multiplied by one foot per minute. 1hp = 33,000 lb x
volt will maintain a current of one ampere. (SAE J1213
1 ft /1 min.
NOV82)
Hydrocarbons ñ Unburned or partially burned fuel
On demand test ñ A self test that the technician
molecules.
initiates using the EST and is run from a program in
Idle speed ñ the processor.
ï Low idle is minimum rpm at no load.
EGES-420
476 10 TERMINOLOGY
Output Circuit Check (OCC) ñ An On demand test Reference voltage (VREF) ñ A 5 volt reference supplied
done during an Engine OFF self test to check the by the ECM to operate the engine sensors.
continuity of selected actuators.
Reserve capacity ñ Time in minutes that a fully
pH ñ A measure of the acidity or alkalinity of a solution. charged battery can be discharged to 10.5 volts at 25
amperes.
Particulate matter ñ Particulate matter includes
mostly burned particles of fuel and engine oil. Signal ground ñ The common ground wire to the
ECM for the sensors.
Piezometer ñ An instrument for measuring fluid
pressure. Speed Control Command Switches (SCCS) ñ A set
of switches used for cruise control, Power TakeOff
Power ñ Power is a measure of the rate at which work
(PTO), and remote hand throttle system.
is done. Compare with Torque.
Steady state condition ñ An engine operating
Power TakeOff (PTO) ñ Accessory output, usually
at a constant speed and load and at stabilized
from the transmission, used to power a hydraulic
temperatures and pressures. (SAE J215 JAN80)
pump for a special auxiliary feature (garbage packing,
lift equipment, etc). Strategy ñ A plan or set of operating instructions
that the microprocessor follows for a desired goal.
Pulse Width Modulate (PWM) ñ The time that an
Strategy is the computer program itself, including
actuator, such as an injector, remains energized.
all equations and decision making logic. Strategy is
Random Access Memory (RAM) ñ Computer always stored in ROM and cannot be changed during
memory that stores information. Information can calibration.
be written to and read from RAM. Input information
Stroke ñ Stroke is the movement of the piston from
(current engine speed or temperature) can be stored
Top Dead Center (TDC) to Bottom Dead Center
in RAM to be compared to values stored in Read Only
(BDC).
Memory (ROM). All memory in RAM is lost when the
ignition switch is turned off. Substrate ñ Material that supports the washcoating
or catalytic materials.
Rated gross horsepower ñ Engine gross
horsepower at rated speed as declared by the System restriction (air) ñ The static pressure
manufacturer. (SAE J1995 JUN90) differential that occurs at a given air flow from air
entrance through air exit in a system. Usually
Rated horsepower ñ Maximum brake horsepower
measured in inches (millimeters) of water. (SAE
output of an engine as certified by the engine
J1004 SEP81)
manufacturer. The power of an engine when
configured as a basic engine. (SAE J1995 JUN90) Tachometer output signal ñ Engine speed signal for
remote tachometers.
Rated net horsepower ñ Engine net horsepower at
rated speed as declared by the manufacturer. (SAE Thermistor ñ A semiconductor device. A sensing
J1349 JUN90) element that changes resistance as the temperature
changes.
Rated speed ñ The speed, as determined by the
manufacturer, at which the engine is rated. (SAE Thrust load ñ A thrust load pushes or reacts through
J1995 JUN90) a bearing in a direction parallel to the shaft.
Rated torque ñ Maximum torque produced by an Top Dead Center (TDC) ñ The uppermost position of
engine as certified by the manufacturer. the piston during the stroke.
Ratiometric Voltage ñ In a Micro Strain Gauge Torque ñ A force having a twisting or turning effect.
(MSG) sensor pressure to be measured exerts force For a single force, the cross product of a vector from
on a pressure vessel that stretches and compresses some reference point to the point of application of the
to change resistance of strain gauges bonded to force within the force itself. Also known as moment of
the surface of the pressure vessel. Internal sensor force or rotation moment. Torque is a measure of the
electronics convert the changes in resistance to a ability of an engine to do work.
ratiometric voltage output.
EGES-420
10 TERMINOLOGY 477
Truck Computer Analysis of Performance and Viscosity ñ The internal resistance to the flow of any
Economy (TCAPE) ñ Truck Computer Analysis of fluid.
Performance and Economy is a computer program
Viscous fan ñ A fan drive that is activated when a
that simulates the performance and fuel economy of
thermostat, sensing high air temperature, forces fluid
trucks.
through a special coupling. The fluid activates the fan.
Turbocharger ñ A turbine driven compressor
Volt (v) ñ A unit of electromotive force that will move
mounted to the exhaust manifold. The turbocharger
a current of one ampere through a resistance of one
increases the pressure, temperature and density of
Ohm.
intake air to charge air.
Voltage ñ Electrical potential expressed in volts.
Variable capacitance sensor ñ A variable
capacitance sensor measures pressure. The Voltage drop ñ Reduction in applied voltage from the
pressure forces a ceramic material closer to a thin current flowing through a circuit or portion of the circuit
metal disc in the sensor, changing the capacitance of current multiplied by resistance.
the sensor.
Voltage ignition ñ Voltage supplied by the ignition
Vehicle Electronic System Programming System ñ switch when the key is ON.
The computer system used to program electronically
Washcoat ñ A layer of alumina applied to the
controlled vehicles.
substrate in a monolith-type converter.
Vehicle Retarder Enable/Engage ñ Output from the
ECM to a vehicle retarder.
Vehicle Speed Sensor (VSS) ñ Normally a magnetic
pickup sensor mounted in the tailshaft housing of the
transmission, used to indicate ground speed.
EGES-420
478 10 TERMINOLOGY
EGES-420
11 APPENDIX A: PERFORMANCE SPECIFICATIONS 479
Table of Contents
All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .481
MaxxForceô 11 (10.5L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .487

330 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .487
370 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488
390 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .489
MaxxForceô 13 (12.4L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490

410 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490
430 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .491
475 hp @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492
EGES-420
480 11 APPENDIX A: PERFORMANCE SPECIFICATIONS
EGES-420
All Ratings
Key-On Engine-Off
Barometric pressure (500 ft above sea level) 99.01 kPa (14.36 psi) / 3.91 V
Engine fuel pressure 0 kPa (0 psi) / 0.5 V
Engine oil pressure 0 kPa (0 psi) / 0.5 V
Exhaust gas differential pressure 0.83 kPa (0.12 psi) / 0.5 V
Fuel rail pressure 0 MPa (0 psi) / 0.5 V
Manifold boost pressure (gauge) 0 kPa (0 psi) / 1.06 V
Accelerator position sensor (at idle) 0.7 V / 0 %
Accelerator position sensor (depressed to floor) 3.75 V / 99.6 %
Exhaust gas recirculation (EGR) control valve position 0.47 V / 0 %
Intake throttle valve position 4.5 %
Engine Cranking
Cranking rpm (min)

20 seconds minimum crank time per attempt. Wait 2 to 3 minutes before 100 rpm
repeating.
Battery voltage (min based on ECM drop out) 7.5 V
Fuel rail pressure (min before DTC is set) + or - 20 Mpa (2900 psi) from set point
Fuel rail pressure (min to start engine) 26 MPa (3771 psi) / 1 V
Exhaust gas recirculation (EGR) control valve 0%
Engine fuel pressure (min) 48 kPa (7 psi) / 0.6 V
Low Idle, no load, stabilized engine operating temperature
Engine coolant temperature (at thermostat opening) 83 ∞C (181 ∞F) / 1.41 V
Engine coolant temperature (max before DTC is set) 120 ∞C (248 ∞F) / 0.64 V
Engine coolant temperature 2 (at thermostat opening) 70 ∞C (157 ∞F) / 1.84 V
Engine coolant temperature 2 (max before DTC is set) 120 ∞C (248 ∞F) / 0.64 V
Engine oil temperature 89 ∞C (192 ∞F) / 1.26 V
EGES-420
Low Idle, no load, stabilized engine operating temperature (cont.)
Intake air temperature 2 (boost) 47 ∞C (117 ∞F) / 2.68 V
Intake air temperature 2 (boost) (max before DTC is set) 95 ∞C (203 ∞F) / 1.11 V
Manifold air temperature 61 ∞C (141 ∞F) / 2.14 V
Manifold air temperature (max before DTC is set) 135 ∞C (275 ∞F) / 0.47 V
Fuel rail pressure 49 kPa (7176 psi) / 1.49 V
Manifold boost pressure (gauge) 0 MPa (0 psi) / 1.06 V
Engine fuel pressure (min) 300 kPa (43.5 psi) / 1.3 V
Engine fuel pressure (max) 1000 kPa (145 psi) / 3.2 V
Fuel pump inlet restriction (max) 374 mm Hg (14.7 in Hg)
Engine oil pressure (min with gauge) 172 kPa (25 psi) / 0.93 V
Actuator supply pressure (min) 655 kPa (95 psi)
Boost control solenoid supply pressure (min) 358 kPa (52 psi)
High Idle, no load, stabilized engine operating temperature
Air cleaner restriction (max) 3.7 kPa (15 in H2O)
Fuel rail pressure 148 MPa (21425 psi) / 3.46 V
Engine fuel pressure (min) 300 kPa (43.5 psi) / 1.3 V
Fuel pump inlet restriction (max with gauge) 374 mm Hg (14.7 in Hg)
Exhaust gas differential pressure (max before DTC is set) 35 kPa (5 psi) / 1.9 V
Manifold boost pressure (min with gauge) 69 kPa (10 psi) / 1.85 V
EGES-420
Full load, rated speed on chassis dynamometer or highway, stabilized engine operating temperature
Air cleaner restriction (max) 6.2 kPa (25 in H2O)
Fuel rail pressure 180 MPa (26,000 psi) / 4.1 V
Engine fuel pressure (min) 450 kPa (65 psi) / 1.7 V
Fuel pump inlet restriction (max with gauge) 374 mm Hg (14.7 in Hg)
Engine oil temperature (max) 115 ∞C (240 ∞F) / 0.73 V
Exhaust gas differential pressure (max before DTC is set) 35 kPa (5 psi) / 1.9 V
Exhaust back pressure (max) 35 kPa (5 psi)
Water temperature differential across radiator (top and

9 ∞C (16 ∞F)
bottom)
EGES-420
Component Specifications
Temperature Sensors (Engine Coolant Temperature [ECT], Engine Coolant Temperature 2 [ECT2],
Engine Oil Temperature [EOT], Manifold Air Temperature [MAT])
Temperature at -18 ∞C (0 ∞F) 4.6 V / 15410 Ω
Temperature at 0 ∞C (32 ∞F) 4.3 V / 5876 Ω
Temperature at 65 ∞C (150 ∞F) 2.1 V / 5.6 Ω
Temperature Sensors (Intake Air Temperature [IAT])
Temperature at -18 ∞C (0 ∞F) 4.3 V / 276959 Ω
Temperature Sensors (Exhaust Gas Temperature 1 [EGT1], Exhaust Gas Temperature 2 [EGT2],
Exhaust Gas Temperature 3 [EGT3])
Temperature at 21 ∞C (70 ∞F) 5 V / 28100000 Ω
Other Components
Camshaft Position (CMP) sensor 860 Ω ± 88 Ω
Crankshaft Position (CKP) sensor 860 Ω ± 86 Ω
Coolant Mixer Valve (CMV) 5.7 Ω ± 0.3 Ω
Coolant Flow Valve (CFV) 5.7 Ω ± 0.3 Ω
Cold Start Solenoid (CSS) 8Ω±1Ω
Boost Control Solenoid (BCS) valve 23 Ω ± 1.2 Ω
Exhaust Gas Recirculation (EGR) control valve 6 Ω + 0.6 Ω, -0.3 Ω
Injector coil 240 Ω ± 5% @ 20 ∞C
EGES-420
Component Specifications (cont.)
Cold start assist glow plug 0.17 Ω ± 0.015 Ω
Retarder control 2.60 - 3.15 Ω @ 20 ∞C
2.19 - 2.65 Ω @ -20 ∞C
Fuel Pressure Control Valve (FPCV) 2.80 - 3.34 Ω @ 40 ∞C
3.29 - 3.99 Ω @ 90 ∞C
Actuator Output State
Exhaust Gas Recirculation (EGR) control valve Output state low ñ 9.6 %
Output state high ñ 83.6 %
Exhaust Gas Recirculation Position (EGRP) Output state low ñ 0.75 V
Output state high ñ 3.9 V
Coolant Mixer Valve (CMV) Output state low ñ 11 %
Coolant Flow Valve (CFV) Output state low ñ 11 %
Cold Start Solenoid (CSS) Output state low ñ 0
Output state high ñ 1
Intake Throttle Valve (ITV) Output state low ñ 9.5 %
Retarder control Output state low ñ 9.5 %
Boost Control Solenoid (BCS) valve Output state low ñ 9.5 %
Retarder actuator linkage (full travel) 36 mm
Boost control actuator (full travel) 10 mm at 60 psi supplied to valve
EGES-420
Crankcase Pressure
Crankcase pressure (max) using ZTSE4039 with engine

374 Pa (1.5 inH2O) @ 2200 rpm
cooling fan off
Crankcase pressure (max) using ZTSE4039 with engine

498 Pa (2.0 inH2O) @ 2200 rpm
cooling fan on
Cold Start Assist Glow Plug (measurements taken with amp clamp)
Amperage draw 30 amps within 2 seconds
EGES-420
MaxxForceô 11 (10.5L)
330 hp @ 1700 rpm
InternationalÆ MaxxForceô 11 330 hp @ 1700 rpm / 1250 ftïlb @ 1000 rpm
50 state 2008 Model Year (MY)
Engine model GDT330
Engine Family Rating Code (EFRC) 2232 and 1132
Injector part number, original equipment 62.10100-6107
Turbocharger part number 62.09100-7793
Injection timing Nonadjustable
High idle speed - manual transmission 2200 rpm
High idle speed - automatic transmission 2200 rpm
Low idle speed 600 rpm
Full load on chassis dynamometer or highway, stabilized engine operating temperature
Manifold boost pressure (gauge) Peak torque ñ 203 kPa (30 psi) / 2.25 V
Rated speed ñ 288 kPa (42 psi) / 3.22 V
EGES-420
370 hp @ 1700 rpm
Engine model GDT370
EGES-420
390 hp @ 1700 rpm
Engine model GDT390
EGES-420
MaxxForceô 13 (12.4L)
410 hp @ 1700 rpm
Engine model GDT410
EGES-420
430 hp @ 1700 rpm
Engine model GDT430
EGES-420
475 hp @ 1700 rpm
Engine model GDT475
EGES-420
12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX 493
Table of Contents
Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .495
EGES-420
494 12 APPENDIX B: DIAGNOSTIC TROUBLE CODE INDEX
EGES-420
Diagnostic Trouble Codes
DTC SPN FMI Circuit Condition Description

1112 168 3 EIM PWR (page 352) B+ to EIM out-of-range HIGH
1113 168 4 EIM PWR (page 352) B+ to EIM out-of-range LOW
1114 110 4 ECT (page 310) ECT signal out-of-range LOW
1115 110 3 ECT (page 310) ECT signal out-of-range HIGH
1119 110 12 EWPS (page 373) ECT temperature above maximum
1121 102 3 MAP (page 416) MAP signal out-of-range HIGH
1122 102 4 MAP (page 416) MAP signal out-of-range LOW
1124 164 4 FRP (page 383) FRP signal out-of-range LOW
1125 164 3 FRP (page 383) FRP signal out-of-range HIGH
1129 91 0 APS/IVS (page 243) APS VREF out-of-range HIGH
1130 91 1 APS/IVS (page 243) APS VREF out-of-range LOW
1131 91 4 APS/IVS (page 243) APS signal out-of-range LOW
1132 91 3 APS/IVS (page 243) APS signal out-of-range HIGH
1133 91 2 APS/IVS (page 243) APS in-range fault
1134 91 7 APS/IVS (page 243) APS and IVS disagree
1135 558 11 APS/IVS (page 243) IVS signal fault
1136 94 4 EFP (page 318) EFP signal out-of-range LOW
1137 94 3 EFP (page 318) EFP signal out-of-range HIGH
1141 84 4 Truck VSS signal out-of-range LOW
1142 84 3 Truck VSS signal out-of-range HIGH
1148 84 8 Truck VSS circuit frequency out-of-range HIGH
1149 84 2 Truck VSS anti-tampering fault
1151 108 3 ECM Self (page 281) BAP signal out-of-range HIGH
1152 108 4 ECM Self (page 281) BAP signal out-of-range LOW
1153 108 10 ECM Self (page 281) BAP signal abnormal rate of change
1154 171 4 IAT (page 394) IAT signal out-of-range LOW
1155 171 3 IAT (page 394) IAT signal out-of-range HIGH
1158 1131 0 IAT2 (page 416) IAT2 Temp above maximum
1159 1131 3 IAT2 (page 416) IAT2 signal out-of-range HIGH
1160 1131 4 IAT2 (page 416) IAT2 signal out-of-range LOW
1161 105 4 MAT (page 421) MAT signal out-of-range LOW
1162 105 3 MAT (page 421) MAT signal out-of-range HIGH
1163 2791 4 EGRP (page 331) EGRP signal out-of-range LOW
EGES-420

1164 2791 3 EGRP (page 331) EGRP signal out-of-range HIGH
1166 105 0 AMS (page 238) MAT temperature above maximum
1211 100 4 EOP (page 365) EOP signal out-of-range LOW
1212 100 3 EOP (page 365) EOP signal out-of-range HIGH
1214 8029 3 Truck Remote throttle signal out-of-range HIGH
1221 536 2 Truck SCCS switch circuit fault
1222 597 2 Truck Brake switch disagreement
1236 111 2 ECL (page 304) ECL switch circuit fault
1245 7272 0 EFAN (variable speed) Fan speed above desired
(page 433)
1246 7272 11 EFAN (two speed) EFAN control circuit fault
(page 430)
1246 7272 11 EFAN (variable speed) EFAN control circuit fault
(page 433)
1256 7312 5 BCS (page 253) Boost Control Solenoid open circuit
1257 7312 11 BCS (page 253) Boost Control Solenoid short circuit
1258 7320 5 CMV (page 277) Coolant Mixer Valve open circuit
1259 7320 11 CMV (page 277) Coolant Mixer Valve short circuit
1260 7321 5 CFV (page 266) Coolant Flow Valve open circuit
1261 7321 11 CFV (page 266) Coolant Flow Valve short circuit
1286 51 7 ITV (page 410) ITV unable to achieve commanded position
1289 51 0 ITV (page 410) ITV overtemperature
1295 3464 5 ITV (page 410) Intake Throttle Valve open circuit
1296 3464 11 ITV (page 410) Intake Throttle Valve short circuit
1297 51 5 ITV (page 410) ITV no input signal
1298 51 2 ITV (page 410) ITV operation fault ñ under V, over amp, over temp
1311 175 4 EOT (page 369) EOT signal out-of-range LOW
1312 175 3 EOT (page 369) EOT signal out-of-range HIGH
1371 676 18 CSS (page 293) Cold Start Solenoid fault
1372 676 17 CSR (page 287) Cold Start Relay control fault
1373 7263 11 CSR (page 287) Cold Start Relay fault
1375 7264 7 CSR (page 287) Cold Start Relay circuit fault
1377 1136 3 ECM Self (page 281) ECM Temp above maximum
1378 1136 4 ECM Self (page 281) ECM Temp below minimum
1379 158 0 ECM Self (page 281) B+ to ECM out-of-range HIGH
EGES-420

1380 158 1 ECM PWR (page 307) B+ to ECM out-of-range LOW
1381 158 3 ECM PWR (page 307) B+ to ECM out-of-range spiked HIGH
1382 158 4 ECM PWR (page 307) B+ to ECM out-of-range spiked LOW
1607 8021 5 CMP (page 273) CMP - No signal
1608 8021 7 CMP (page 273) CMP sensor angle based phase system error
disagreement
1609 8021 8 CMP (page 273) CMP sensor time based phase system
disagreement
1610 8021 14 CMP (page 273) CMP circuits reversed
1611 8021 3 CMP (page 273) CMP signal out-of-range HIGH
1612 8021 4 CMP (page 273) CMP signal out-of-range LOW
1614 8064 3 CKP (page 270) CKP signal out-of-range HIGH
1615 8064 4 CKP (page 270) CKP signal out-of-range LOW
1616 1442 5 FPCV (page 379) Fuel Pressure Control Valve open circuit
1617 1442 11 FPCV (page 379) Fuel Pressure Control Valve short circuit
1618 1119 0 ELS (page 358) Lambda Sensor correction value above normal
1619 1119 1 ELS (page 358) Lambda Sensor not plausible
1620 1119 2 ELS (page 358) Lambda Sensor circuit intermittent contact
1621 1119 5 ELS (page 358) Lambda Sensor monitoring below lower limit
1622 1119 7 ELS (page 358) Lambda Sensor circuit fault
1623 1119 11 ELS (page 358) Lambda heater circuit fault
1624 7319 16 ELS (page 358) Lambda Temp calculation above normal
1625 7319 17 ELS (page 358) Lambda Temp calculation below normal
1626 7319 18 ELS (page 358) Lambda Temp calibration calculation value above
normal
1627 7319 19 ELS (page 358) Lambda Temp calibration calculation value below
normal
1628 1119 22 ELS (page 358) Lambda Sensor Temp above maximum
1629 1119 12 ELS (page 358) Lambda Sensor not detected in exhaust system
1630 1119 15 ELS (page 358) Lambda Sensor SPI communication error status
1635 7311 4 ECT2 (page 314) ECT2 signal out-of-range LOW
1636 7311 3 ECT2 (page 314) ECT2 signal out-of-range HIGH
1729 3251 4 EGDP (page 322) EGDP signal out-of-range LOW
1731 3251 3 EGDP (page 322) EGDP signal out-of-range HIGH
1737 3241 4 EGT1 (page 338) EGT1 signal out-of-range LOW
1738 3241 3 EGT1 (page 338) EGT1 signal out-of-range HIGH
EGES-420

2212 175 0 EWPS (page 373) EOT Temp above maximum
2235 8354 1 FRP SYS (page 387) FRP unable to build during engine cranking
2243 8351 7 FRP SYS (page 387) FRP above pressure relieve valve limitation
2244 8351 0 FRP SYS (page 387) Fuel Rail Pressure Relief Valve opened (pressure
was too high)
2245 8352 1 FRP SYS (page 387) Fuel Pressure Controller output high at low idle
2246 8352 0 FRP SYS (page 387) FRP above or below desired
2247 8353 7 FRP SYS (page 387) HP fuel pump erratic fuel quantity balancing
2248 8354 0 FRP SYS (page 387) Fuel Rail pressure above maximum
2310 100 10 EOP (page 365) EOP abnormal rate of change
2311 100 0 EOP (page 365) EOP above maximum
2312 100 11 EWPS (page 373) EOP below minimum
2313 100 1 EWPS (page 373) EOP below warning level
2314 100 7 EWPS (page 373) EOP below critical level
2315 190 0 EWPS (page 373) Engine speed above warning level
2316 190 16 EWPS (page 373) Engine speed above maximum at ECM
2317 84 0 Truck VSS value above programmable limit 1
2318 84 14 Truck VSS value above programmable limit 2
2321 110 0 EWPS (page 373) ECT above warning level
2322 110 7 EWPS (page 373) ECT above critical level
2323 111 1 EWPS (page 373) ECL below warning/critical level
2324 593 14 IST (California - Engine stopped by IST
Standard) (page 406)
2324 593 14 IST (Federal - Engine stopped by IST
Optional) (page 408)
2325 110 14 EWPS (page 373) ECT value reached de-rate temperature
2351 7129 1 AMS (page 238) EBP below desired level
2352 7129 0 AMS (page 238) EBP above desired level
2357 7129 7 AMS (page 238) Retarder control valve unable to achieve desired
EBP
2369 1378 2 Service (page 429) Engine oil service required
2370 94 17 Service (page 429) Fuel filter change reminder
EGES-420

2371 94 0 EFP (page 318) Fuel pressure above normal
2372 94 1 EFP (page 318) Fuel pressure below normal
2391 2791 11 EGR (page 327) EGR valve internal circuit failure
2674 3242 2 EGT2 (page 343) EGT2 signal in-range fault
2687 8302 1 AFT SYS (page 227) DPF low flow resistance
2698 3251 0 AFT SYS (page 227) DPF high restriction
2732 3251 2 EGDP (page 322) EGDP stuck in-range fault
2773 8303 10 AFT SYS (page 227) DOC unable to reach regen temp
2774 8303 1 AFT SYS (page 227) DOC efficiency - AFI low flow
3333 164 0 FRP SYS (page 387) Fuel Rail Pressure above maximum
3341 7129 4 EBP (page 300) EBP signal out-of-range LOW
3342 7129 3 EBP (page 300) EBP signal out-of-range HIGH
3787 8326 2 AFT SYS (page 227) DPF cleanliness test - soot level too high
4421 8001 5 INJ (page 398) Cyl 1 open coil: open circuit
4511 8358 2 ECM Self (page 281) Bank A Injector driver over voltage
4512 8358 3 ECM Self (page 281) Bank A Injector driver under voltage
4513 8358 4 ECM Self (page 281) Bank A Injector driver under current
4514 8358 5 ECM Self (page 281) Bank A Injector driver over current
4515 8358 6 ECM Self (page 281) Bank A Injector low driver over current
4516 8358 8 ECM Self (page 281) Bank A Injector on phase time-out
4517 8358 10 ECM Self (page 281) Bank A Injector time-out
4521 8359 2 ECM Self (page 281) Bank B Injector driver over voltage
4522 8359 3 ECM Self (page 281) Bank B Injector driver under voltage
4523 8359 4 ECM Self (page 281) Bank B Injector driver under current
4524 8359 5 ECM Self (page 281) Bank B Injector driver over current
4525 8359 6 ECM Self (page 281) Bank B Injector low driver over current
4526 8359 8 ECM Self (page 281) Bank B Injector on phase time-out
EGES-420

4527 8359 10 ECM Self (page 281) Bank B Injector time-out
4528 7253 14 ECM Self (page 281) ECM Error - Injector control out of normal operating
range
4553 8064 5 CKP (page 270) CKP - No signal, open circuit
4554 8064 7 CKP (page 270) CKP missing gap detection error
4555 8064 8 CKP (page 270) CKP excessive pulses
4556 8064 14 CKP (page 270) CKP circuits reversed
4571 8001 0 CYL BAL (page 297) Cyl 1 cyl balance max limit exceeded
5536 8253 1 EIM Self (page 281) EIM Error - Manufacturing defaults were selected
5541 8254 8 EIM Self (page 281) EIM Error - Unexpected reset fault
5549 8240 11 EIM Self (page 281) EIM Error - RAM programmable parameter list
corrupted
5558 7314 4 AFP (page 218) AFP VREF out-of-range
5559 7310 2 AFT (page 227) AFP sensor failed ambient pressure test
5560 7310 4 AFP (page 218) AFP signal out-of-range LOW
5561 7310 3 AFP (page 218) AFP signal out-of-range HIGH
5565 7313 5 Retarder Control Retarder control valve open circuit
(page 425)
5566 7313 11 Retarder Control Retarder control valve short circuit
(page 425)
5632 8254 12 EIM Self (page 281) EIM Error - RAM/CPU self-test fault
5637 3511 5 ECM Self (page 281) ECM Error - Fuel Rail Pressure error
6233 3511 3 FRP (page 383) FRP VREF out-of-range HIGH
6234 3511 4 FRP (page 383) FRP VREF out-of-range LOW
6258 102 7 AMS (page 238) Boost below desired
6259 2791 7 EGRP (page 331) EGR control valve unable to achieve commanded
position
6260 2791 0 EGRP (page 331) EGRP unable to detect close position
6262 2791 5 EGR (page 327) EGR control valve open circuit
6270 2791 14 EGRP (page 331) EGRP valve stuck open
6271 2791 12 EGRP (page 331) EGRP valve stuck closed
EGES-420

6314 8342 7 CAN Private (page ECM CAN message not received from EIM
262)
6315 8309 2 CAN Private (page ACM CAN message not received from ECM
262)
6316 8311 2 CAN Private (page ACM CAN message not received from EIM
262)
6317 8316 2 CAN Private (page EIM CAN message not received from ACM
262)
6318 8342 14 CAN Private (page EIM CAN message not received from ECM
262)
6319 8487 19 EIM Self (page 281) EFRC information not received by ECM
6320 8484 19 EIM Self (page 281) EFRC invalid value or time-out by ECM
6321 7311 0 EWPS (page 373) ECT2 above warning level
6322 7311 7 EWPS (page 373) ECT2 above critical level
6813 3241 0 EGT1(page 338) EGT1 or EGT2 high temp without regen
EGT2 (page 343)
6814 3242 7 AFT SYS (page 227) EGT2 Temp above maximum severe
6817 3245 7 AFT SYS (page 227) EGT3 Temp above maximum severe
6823 7311 14 EWPS (page 373) ECT2 Temp above maximum
6835 8491 14 Truck Auxiliary engine shutdown input circuit out-of-range
6840 51 12 ITV (page 410) ITV broken spring or linkage
6841 51 8 ITV (page 410) ITV feedback outside duty cycle range
6842 51 19 ITV (page 410) ITV feedback signal not plausible
6900 8305 12 AFI (page 214) AFI circuit fault
6901 8306 5 AFS (page 223) AFS Valve circuit fault
6902 8307 5 AFD (page 210) AFD Valve circuit fault
6905 8306 7 AFT SYS (page 227) Aftertreatment fuel leak: fuel line, AFD, or AFI
6906 8306 14 AFS (page 223) AFS valve and AFD valve connections reversed
AFD (page 210)
6910 8307 12 AFT SYS (page 227) AFD valve fail to open
6912 8308 7 AFT SYS (page 227) AFP above normal with AFS closed
6913 7310 7 AFT SYS (page 227) AFP above normal with AFD open
6914 7310 1 AFT SYS (page 227) AFP below normal during DPF regen
EGES-420
EGES-420
13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 503
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .505
EGES-420
504 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-420
13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 505
Description product enhancements and field service issues. File

TSIs in this section for supplemental reference.
Technical Service Information (TSI) letters are
periodically published to inform service technicians of
EGES-420
506 13 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-420
Printed in the United States of America

Diagnostic/Troubleshooting Manual

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Diagnostic/Troubleshooting Manual

Uploaded by

Copyright:

Available Formats

DIAGNOSTIC/TROUBLESHOOTING MANUAL

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121

Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149

Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .465

Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .479

Appendix B: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .493

Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .503

Foreword Technical Service Literature

Technical Service Literature is revised periodically

Service Diagnosis ï Knowledge of the principles of operation for

Safety Information ï Restrain long hair.

This manual provides general and specific Vehicle

Read safety instructions before doing any service and Engine

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

Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

Engine Retarder System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Closed Crankcase Breather System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Engine Serial Number Codes

Engine Emission Label

The U.S. Environmental Protection Agency (EPA) ï Air conditioning compressor

Engine Accessory Labels and Identification

InternationalÆ MaxxForceô 11 and 13 Diesel Engines

Thermostat operating temperature 83∞C - 91∞C (181∞F - 196∞F)

Chassis Mounted Features ï The Diesel Particulate Filter (DPF) temporarily

Engine Component Locations

Figure 3 Component location ñ top

Figure 4 Component location ñ front

Figure 5 Component location ñ right

Figure 6 Component location ñ left

Air Management System (AMS)

Figure 7 Air Management System (AMS)

The AMS includes the following: ï Air inlet duct

Air Flow actuator. When the engine retarder control is applied,

Figure 8 Low and high pressure turbocharger components

The low pressure turbocharger is installed directly to

Low Pressure Charge Air Cooler (LPCAC)

Exhaust Gas Recirculation (EGR) System

Figure 10 EGR system

EGR System Overview Temperature (ECT) sensor to control the EGR

Aftertreatment (AFT) System

Figure 11 AFT system overview

Figure 12 Aftertreatment fuel injection components

ACM sends a voltage to the AFI solenoid valve to open

Diesel Particulate Filter (DPF)

1. HC cut-off valve ï Provides the required exhaust back pressure drop

Pressurized fuel is supplied to the AFI from the HC

Fuel Management System

Figure 14 Fuel system

In addition to providing high pressure fuel to the

Low Pressure Fuel System

Figure 15 Low pressure fuel system

High Pressure Fuel System

Figure 16 High pressure fuel system