Navistar DT466E y 530E Electronico

ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)
Article Text
For Mauricio Cascante Grecia Alajuela Costa Rica
© 1996 Mitchell International, All Rights Reserved.
Friday, October 31, 2003 09:44AM
ARTICLE BEGINNING
DIESEL EMISSION CONTROLS
Navistar DT466E & 530E Engine Electronic Controls
DESCRIPTION & OPERATION
* PLEASE READ THIS FIRST *

Navistar DT466E and 530E diesel engines use an electronic
engine control system to control engine operating conditions. An
Electronic Control Module (ECM) is used to send signals to each fuel
injector for fuel delivery. The ECM uses inputs from various sensors
and switches to determine optimum engine operating parameters. The ECM
also sends out operating instructions for proper injection and fuel
system parameters. An ATA data link connector is used to connect a
scan tool for proper system diagnosis. See Fig. 1.
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Text (p. 2)For Mauricio Cascante Grecia Alajuela Cos
Fig. 1: Typical Navistar DT466E & 530E Electronic Engine Control

System Components
Courtesy of navistar international corp.
FUEL SYSTEM
The fuel system consists of three major subsystems: Fuel
Supply System, Injection Control Pressure System and Fuel Injectors.
These fuel sub-systems work together to inject pressurized fuel into
the combustion chambers. The function of the fuel system is to deliver
fuel to the injectors. The injector control pressure systems the
injectors with high pressure lube oil. The fuel injectors use the
pressure from the lube oil to pressurize the fuel and inject the fuel
into the combustion chambers.
PRIMING (HAND) PUMP OPERATION

Pressing the hand priming pump causes the check ball to seat
onto the fuel strainer. Releasing the priming pump unseats the check
ball, allowing fuel to be drawn from the fuel tank, through the inlet
port of the fuel filter header and into the fuel strainer assembly.
Pressing the hand priming pump inward again seats the check ball onto
the fuel strainer and forces the fuel previously drawn through the
strainer to flow through the internal passage of the fuel filter
header toward the fuel supply pump mounted on the end of the high
pressure oil pump.
FUEL SUPPLY PUMP OPERATION

The fuel supply pump draws fuel from the tank during engine
operation. Fuel is drawn from the fuel tank into the fuel strainer.
The strainer filters out any large contaminants that may be present in
the fuel. Vacuum from the supply pump causes the check ball to unseat
and allow fuel to flow through the fuel filter header to the inlet of
the fuel supply pump. The supply pump pressurizes the fuel to about 35
psi (241 kPa). See Fig. 2.
Fig. 2: Fuel Supply System Schematic

Fuel Supply Pump Pressure
Pressurized fuel from the supply pump enters a port in ENGINE
the CONTROL - DIESEL (NAVISTAR
fuel filter header and travels through an internal passageway to the
fuel filter. The fuel is filtered and routed through a fuel line to
the fuel supply manifold.
High Pressure
Fuel entering the fuel supply manifold is routed to each fuel
injector through a passageway in the cylinder head. The fuel enters
each injector and is pressurized to about 18,006 psi (1266 kg/cm ).
Excess fuel is piped from the rear of the supply manifold and returned
to the fuel tank via the fuel return line.
INJECTION CONTROL PRESSURE SYSTEM OPERATION

The system uses hydraulically-actuated, electronically-
controlled injectors to deliver fuel to the injectors. Engine oil is
used to actuate injectors.
Oil is drawn from the oil pan through the pickup tube by the
engine oil pump. The engine oil pump is a gerotor type pump driven by
the crankshaft. Oil is fed through passages in the front cover to an
oil reservoir located in the front cover. See Fig. 3.
Fig. 3: Injection Control Pressure System

The reservoir supplies a constant supply of oil to a high
pressure hydraulic pump mounted to the front cover. The high pressure
pump is a gear driven swash plate pump. High pressure oil is delivered
by the high pressure pump to the high pressure oil supply manifold and
into oil passages machined into the cylinder head.
When an injector is energized, a poppet valve is opened by an

electronic solenoid mounted on the injector. See Fig. 4. Oil pressure
is allowed to flow into the injector and act on the amplifier piston.
When injection is ended, the oil pressure on top of the amplifier
piston is vented by the poppet valve through the top portion of the
injector.
Pressure control in the Injection Control Pressure System is
a closed loop. It is controlled by the Injection Pressure Regulator
(IPR) valve, the Injection Control Pressure (ICP) valve and the
strategy in the Electronic Control Module (ECM). See Fig. 5.
The Injection Pressure Regulator (IPR) valve is a pulse width
modulated valve operating at 400 Hz. The pulse width is modulated from
a duty cycle of 8-60 percent to control ICP pressure from 500-3000 psi
(35-211 kg/cm ). The regulator valve is mounted in the high pressure
pump and achieves injection control pressure regulation by dumping
excess oil into the front cover and back to the sump.
The ECM is programmed with an injection pressure control

strategy which determines the correct injection control pressure at
each engine operating condition. The ECM receives a 0-5 VDC analog
feedback signal from the ICP sensor that indicates Injection Control
Pressure information. The IPC sensor is located in the high pressure
oil supply gallery on the left cylinder head. The ECM processes this
signal and controls Injection Control Pressure (ICP) by controlling
the ground to the IPR regulating valve.
Fig. 4: Fuel Injector Components

Fig. 5: Fuel Injector Control System

ELECTRONIC CONTROL MODULE (ECM)

The Electronic Control Module (ECM) monitors and controls
engine performance to ensure maximum performance and adherence to
emissions standards. The ECM is also able to monitor and control
vehicle features such as cruise control, transmission control and
starter engagement.
There are 4 primary functions of the ECM: voltage reference,

signal conditioner, microprocessor, and actuator control. See Fig. 6.
ENGINE CONTROL - DIESEL (NAVIST

Fig. 6: ECM Functions
Voltage Reference
The ECM supplies a 5-volt reference signal to many of the
input sensors in the control system. On most circuits, the ECM
compares the regulated 5 volts sent to the sensors by the modified
returned signal and is able to determine temperature, pressure, speed,
position and many other variables that are important to engine and
vehicle functions. This 5-volt signal is current limited by a current
limiting resistor in the event of an external dead short to ground.
Signal Conditioner
The ECM conditions input signals for the internal
microprocessor. This enables the microprocessor to interpret signals.
Signal conditioning usually consists of converting analog signals to
digital signals, squaring up sinewaves or amplifying low intensity
signals to a level the ECM microprocessor can process.
Microprocessor
The ECM contains a microprocessor which stores operating
instructions (control strategies) and tables of values (calibration
parameters). It compares these stored instructions and values to
sensed input values to determine the correct operating strategy for
any given engine condition. Calculations in the ECM occur at two
different levels or speeds referred to as the foreground and the
background calculations. These calculations are performed on a
continuous loop basis.
Foreground calculations occur at a much faster rate than

background calculations. These are normally the more critical
functions to engine operation or they occur at a faster rate, such as
engine speed control. Background calculations are normally things that
ENGINE
occur atCONTROL - DIESEL
a slower pace, (NAVISTAR
such as engine DT466E & 530E)Article Text (p. 6)For Mauricio Cascante Grecia Alajuela Cos
temperature.
Diagnostic strategies (instructions) are also programmed into

the ECM. Some instructions cause inputs or outputs to be monitored on
a continuous basis and will flag a code that will be set. Other
strategies will instruct the ECM to perform certain tests upon
operator demand.
The microprocessor is equipped with 3 types of memory: Read

Only Memory (ROM), Random Access Memory (RAM) and Keep Alive Memory
(KAM). They allow the processor to store the necessary instructions,
calibration tables and input values to control the engine.
ROM is the memory where calibration tables and operating

strategies are stored. Information in the ROM is present. It cannot be
changed or lost by turning the engine off or disconnecting the
batteries.
RAM is a temporary storage memory for current events, such as

current engine temperature or current speed, pedal position, etc. It
is the memory to which information is temporarily stored so that it
can be compared to the information in the ROM. Unlike ROM memory, the
RAM is lost every time the key is turned off or when power is
interrupted to the ECM.
KAM is a permanent memory. It is used to store diagnostic
fault codes. Adaptive strategies (temporary operating instructions)
can also be written to the KAM in the event of a system failure or as
a compensation for component wear. Uninterrupted power must be
supplied from the battery to the ECM on a continuous basis to keep KAM
functional. All information in KAM is lost if the ECM has a total
power loss, such as when the batteries are disconnected.
Actuator Control
The ECM controls the actuators by applying a (low level)
signal to the base of the transistor output drivers. These drivers,
when switched on, will complete the ground circuit of each actuator.
The actuators are controlled either through a duty cycle, or
controlled through a controlled pulse width or simply switched on or
off as determined by the type of actuator being controlled.
INJECTION DRIVER MODULE

The Injection Driver Module (IDM) is a device that performs 4
major functions:
* Electronic Distributor For The Injectors
* Power Source For The Injectors
* Output Driver For The Injectors
* Performs Diagnostics For Itself & The Injectors
Electronic Distributor
The ECM senses the piston position of cylinder No. 1 from the
output signal of the Camshaft Position Sensor (CMP) which is located
on the engine front cover. The CMP sensor is a Hall effect sensor
which looks for a narrow vane on the timing sensor disk. The disk is
precisely mounted and indexed on the camshaft gear in a relationship
that identifies the position of piston No. 1.
The ECM uses this signal to determine correct injector firing
sequence. The Cylinder Identification (CI) line carries the injector
firing sequence information to the IDM.
The IDM receives a Fuel Demand Command Signal (FDCS) from the
ECM to control injector timing and the quantity of fuel delivered by
each injector.
Power Source
The IDM supplies a constant 115 volt DC supply to all
injectors by making and breaking a 12-volt source across a coil
internal to the IDM. This supply is stored in capacitors until used by
the injectors. See Fig. 7.
ENGINE CONTROL - DIESEL (NAVISTAR

Fig. 7: IDM Power Source
Output Driver
The IDM controls when the injector is turned on and how long
the injector remains on by closing the circuit to ground by the use of
output driver transistors. See Fig. 8.
Fig. 8: IDM Output Driver

Diagnostic Communication
The IDM is capable of identifying if an injector is drawing
too much or too little current, and sends a fault code to the ECM that
can be accessed by the technician. This code can be used to identify For Mauricio Cascante Grecia Alajuela Cos
ENGINE CONTROL
potential problems - in
DIESEL (NAVISTAR
either DT466E
the wiring & 530E)Article
harness or injector.Text
The(p.
IDM8)
also performs a self-diagnostic check that can set a code to indicate
that the IDM has failed and needs to be replaced.
SENSOR OPERATION
Input Signals
Engine and vehicle sensors transmit input signals to the ECM
by either controlling a reference voltage to produce and analog or
digital signal, generating a signal voltage or switching a 12-volt
signal.
Reference Voltage Sensors
The ECM supplies reference voltage sensors with a constant 5
volt regulated voltage. A voltage regulator supplies the reference
voltage to these sensors. This voltage is changed by the sensor and
the signal is relayed back to the ECM. By comparing the reference
voltage to the returned signal, the ECM can check it's internal
programmed tables to determine the value of the variable being
measured. Six types of sensors are used: thermistors, potentiometers,
variable capacitance, switches, magnetic pickups and Hall Effect.
DIAGNOSTIC SOFTWARE SELF-TESTS
CONTINUOUS MONITOR
Diagnostics are performed continuously by the ECM to detect
out of range, rationality and system faults.
While the ignition switch is in ON position, if an input
signal is "Out of Range" (meaning signal is greater than or less than
what the range should be during normal operation), the ECM will record
a fault.
During normal operation, the ECM automatically performs
several tests to detect faults. When it has detected a fault, the ECM
often invokes a fault management strategy to allow continued, though
sometimes degraded, vehicle operation.
A "Fault" is an indication of a malfunction measured or
monitored electronically. Sometimes "Faults" are referred to as
"Codes." A "Code" is a three digit number assigned to Faults to
indicate the source of the malfunction. Most Codes will indicate the
source and the "Mode" of the failure. The "Failure Mode" will indicate
the signal reading, such as "Out of Range High", "Out of Range Low" or
"In Range Fault."
While the engine is running, the Vehicle Personality Module
(VPM) memory will record "EVENT ENGINE HOURS". This is the monitoring
of excess engine operation. The standard Engine Event is over speed of
the engine, referred to as Over RPM and excess coolant temperature. An
Electronic Service Tool (scan tool) is required to access information
on Engine Events.
If the engine is equipped with the optional engine
warning/shutdown system, low oil pressure, and low coolant level
operation, will also be monitored and recorded as "EVENT ENGINE
HOURS".
STANDARD TEST (ENGINE OFF)

"Engine Off Tests" are standard tests performed by the ECM.
Tests are commanded by the operator using an Electronic Service Tool
(EST) or using the Self Test Input (STI) push-button switch. Since IDM
faults are not stored in the ECM, it is necessary to perform a
standard test to transmit faults from the IDM to the ECM.
To use the EST, access the Engine menu and select Diagnostic
Tests. Select Engine Off Tests. Press "ENTER" to begin test.
To use the STI diagnostic push-button switch, depress the

switch and hold in, while turning the ignition switch to the ON
position. Once the ignition switch is on, release the STI button. DO
NOT start the engine.
When the operator signals the test to begin, the ECM will
perform internal test of its processing components and internal
memory. It will automatically proceed to Output Circuit Check (OCC).
This will operate the ECM output circuits. It will measure each
individual circuits response. The ECM will monitor the outputs and
test the operation of the output signals and actuators. If a circuit For Mauricio Cascante Grecia Ala
fails the test, a fault code will be logged. The following circuits
are checked by the ECM during the test:
* Cylinder Identification
* Engine Crank Inhibit (Relay)
* Injector Driver Module (Relay)
* Fuel Demand Control Signal
* Injection Pressure Regulator
When the test is complete, the EST will display any faults
that were found during the test. IF the STI diagnostic switch was
used, the faults will be transmitted as "Flash Codes", using the Oil
Warning and Engine Warning lights.
Flash codes are read by counting the number of light flashes.
The following sequence occurs:
1) The OIL/WATER light will flash one time. This indicates
the beginning of Active fault codes.
2) The WARN ENGINE light will flash repeatedly signaling the
Active fault codes. All codes are three digits. The number of flashes
should be counted in sequence.
3) At the end of each digit of the code there will be a short
pause. Three flashes and a pause indicates the number 3. The coded 232
will be sent as two flashes, a pause, three flashes, a pause, and two
flashes. See FAULT CODES.
If there is more than one code being sent, the OIL/WATER

light will flash once indicating the beginning of another Active fault
code. The code 111 indicates "NO FAULTS".
If no further Active fault codes exists, the OIL/WATER light
will flash twice, indicating the beginning of "INACTIVE CODES". The
WARN ENGINE light will then flash the "INACTIVE CODE"(s) present. If
several "INACTIVE CODES are present, the OIL/WATER light will flash
three times indicating "END OF MESSAGE".
If it is necessary to repeat transmission of fault codes,

press the STI button and all stored codes will be retransmitted as
described previously.
INJECTOR "BUZZ" TEST (ENGINE OFF)

The purpose of this test is to diagnose electrical problems
with the fuel delivery components. This test can only be accessed by
the EST and only after an "Engine Off Test" or Standard Test has been
performed.
NOTE: Before running this test, fault codes should be accessed,
noted and erased. This will allow the faults found in this
test to be displayed as "ACTIVE CODES". If faults are erased
before this test, faults found during this test will be
displayed as "INACTIVE CODES". To read these codes, access
the "Diagnostic Codes" menu and read both Active and Inactive
codes.
NOTE: Technician can monitor injector operation by listening to the
sound each injector produces as it is activated by the IDM,
but, in a Hard Start/No Start condition where oil may be very
cold or thick, injectors may not be audible.
During the test, the ECM will signal the IDM to activate the
injectors in numerical order. The IDM will monitor each injector's
electrical circuit operation. The IDM sends feedback signals to the
ECM which indicate the status of injector performance and electrical
circuit operation. If an electronic component in the fuel system fails
the parameters of the test, an Inactive fault code will be logged and
transmitted to the EST at the end of the test.
OUTPUT STATE TEST (ENGINE OFF)

NOTE: Faults will not be set during this test.
The purpose of this test is to diagnose the operation of the
output signals and actuators. This test can only be performed by using
an EST.
To run this test, select "Output State Test" from the EST
"Engine Off Test" menu. This test consists of two modes of operation:
toggling output from high to low and toggling output from low to high.
When in the "OUTPUTS ARE LOW" mode, the ECM will pull down
the output voltage to their low state. This will actuate the output
components that are controlled by the ECM grounding the circuits.
During this test, "OUTPUTS ARE LOW" will be displayed on the screen.
When in the "OUTPUTS ARE HIGH" mode, the ECM will pull up the
output voltage to their high state. This will actuate the output
components that are controlled by the ECM energizing the control
circuits. During this test "OUTPUTS ARE HIGH" will be displayed on the
screen.
During this test, the output of the circuit in question can

be monitored with a Digital Volt Ohmmeter (DVOM). The DVOM will
measure a "High or Low" voltage state condition as the outputs are
toggled. The actual voltage will vary with the circuit tested.
The following actuators and signals are toggled high and low
during the test:
* Injector Driver Module Enable Relay

* Cylinder Identification
* Fuel Demand Control Signal (FDCS)
* Injection Pressure Regulator
* Engine Crank Inhibit Relay
* Engine Data Link (EDL) Relay
* Oil Warning Light
* Vehicle Retarder Enable Relay
* Warn Engine Light
STANDARD TEST (ENGINE RUNNING)

Background
The ECM will command the IPR actuator through a preprogrammed
testing sequence to determine if the actuator is performing as
expected. The ECM monitors the feedback signal values from the ICP
sensor and compares those values to the expected values. At the end of
the test, the ECM will return the engine to normal operating mode and
transmit any fault codes which may have been set during the test. This
test can only be performed by using an EST.
Procedure
NOTE: Engine coolant temperature must be 160 F (71 C), battery
voltage must be higher than 12.5 volts and no Vehicle Speed
Sensor (VSS) signal should be present during this test. If
Active fault codes are present, they must be repaired and
cleared prior to running test.
Select "Engine Running Test" from the "Diagnostic Test" menu
in the EST. Press "ENTER" to begin test.
The ECM will begin to raise the engine idle speed to a

predetermined value. It will then command thee IPR valve to set the
injection control pressure to rated speed pressure. If the performance
of the IPR is acceptable, the ECM will control the IPR valve to reduce
the pressure in steps while continuing to monitor the performance of
the injection control pressure system.
ENGINE (ENGINE
INJECTOR TEST "CYLINDER CONTRIBUTION" CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Text (p.
RUNNING)
Background
This test is designed to detect problems with injection and
combustion events. During the test, the ECM will control fuel delivery
and determine each cylinder's power contribution. If a cylinder is not
performing satisfactorily, a fault code will be set. This test can
only be performed by using an EST.
Procedure
NOTE: The Standard test (Engine Running) must be performed first in

order to gain access to the injector (Engine Running Test) in
the EST.
Select "Injector Test" from the "Engine Running Test" menu.
The ECM will increase the normal amount of fuel delivery (overfuel) to
the injector/cylinder being tested and monitor the reduction of fuel
required to operate the remaining injectors to maintain engine speed.
If there is no reduction in fuel delivery to the other cylinders, the
ECM will set a fault code identifying the noncontributing cylinder.
When test is complete, normal engine operation is restored
and fault codes will be transmitted.
WIGGLE TEST
Background
The purpose of this test is to trouble shoot intermittent
connections at sensors and actuators. It may be performed with the
engine off or running. The EST is used to monitor the following
circuits:
* Accelerator Position Sensor (APS)
* Intake Air Temperature Sensor (IAT)
* Camshaft Position Sensor (CMP)
* Data Communication Link
* Engine Coolant Temperature
* Engine Oil Pressure
* Injection Control Pressure
* Manifold Absolute Pressure
* Remote Accelerator Pedal Sensor
* Engine Oil Temperature
Procedure
Select "Wiggle Test" from the "Diagnostic Test" menu in the
EST. Press "ENTER" to begin test. The technician should wiggle
connectors and wires at all suspected problem points. The EST will
"BEEP" if circuit continuity is broken. This will display all faults
found during test.
HARD START/NO START DIAGNOSTICS
SUFFICIENT CLEAN FUEL

NOTE: Cold weather can cause fuel waxing of certain grades of
diesel fuel which could result in fuel filter plugging.
Tools Required
A clear 1 quart container is required for this test.
Purpose
The purpose of this inspection is to determine if the fuel
system is getting sufficient clean fuel to start and operate the
engine.
Possible Causes For Low Or No Fuel
* No fuel in tank.
* If equipped with a in-line fuel valve, valve could ENGINE CONTROL - DIESEL (NAVISTAR DT46
be shut off.
* Fuel supply line from tank(s) could be broken or crimped.
* Fuel could be waxed or jelled (most likely in cold
weather with No. 2 fuel) or pickup tube in tank could
be clogged or cracked. If there is excessive water
in the tank, it could freeze preventing fuel from being
drawn to the engine.
* If the vehicle is equipped with supplemental filters
or water separators, check for plugged filters or leakage
that could allow the fuel system to draw air.
* Cloudy fuel indicates that the fuel may not be a suitable
grade for cold temperatures. Excessive water or contaminants
in fuel may indicate that the tank and fuel system
may need to be flushed and cleaned.
Inspection
1) Obtain fuel sample from tank. Ensure fuel is of proper
grade, clean and undiluted.
2) Check for air in fuel. Check for leaks in supply line from
tank to fuel transfer pump. If in doubt, connect a piece of clear
plastic tubing from filter to transfer pump inlet. Run engine and
watch for air bubbles. No air bubbles should be present.
3) Check fuel odor for presence of other fuels such as
gasoline or kerosene.
4) If engine oil is present in fuel, it may indicate an
injector "O" ring leak and subsequent loss of injection control
pressure. If this is suspected, drain some fuel from filter. Check
color of fuel. If fuel appears darker in color, purchase a small
quantity of fuel from supplier and compare fuels to confirm
contamination. If comparing fuel is impossible or inconclusive, remove
fuel filter. Using a filter cutter, cut filter can. If filter element
appears Black, oil may have entered fuel system past injector "O"
rings.
5) Check injection control pressure during engine cranking.
Use the EST or follow the procedure outlined in
INJECTION CONTROL PRESSURE.
6) If fuel quality is okay and engine does not start, depress
priming valve plunger. If the plunger offers no resistance, this
indicates fuel is not present in system. See FUEL PUMP PRESSURE to
check fuel pressure.
VISUAL INSPECTION
NOTE: The CMP sensor and the IPR valve are the two most critical
electronic components to inspect when the engine fails to
start.
Tools Required
An inspection light is required for this test.
Purpose
The purpose of this inspection is to check the general
condition of the engine and to look for obvious causes of hard or no
start conditions.
Possible Causes
* Loose or leaking fuel supply lines could cause fuel

system to lose prime.
* Kinked or blocked fuel supply lines will create restriction
to fuel flow.
* Massive fuel or oil leaks may contribute to no start
conditions.
* Coolant leaks could indicate serious engine problems.
* Electronic connectors may be damaged or not installed
properly causing a no start condition.
Inspection
1) Inspect entire fuel system for leaks including tank and
lines. Inspect fuel lines for damage (kinks and bends).
ENGINE
2) Check high CONTROL
pressure - DIESEL
oil line (NAVISTAR
from high pressureDT466E
pump to& 530E)Article Text (p. 13)For Mauricio C
high pressure oil supply manifold for major oil leaks.
3) Inspect entire cooling system, (coolant level in
reservoir, hoses, water pump and radiator) for coolant leaks. Check
for residue which may have been caused from prior leakage.
4) Check air induction system for leaks. See
AIR INDUCTION SYSTEM INSPECTION and
AIR INDUCTION SYSTEM PRESSURE TEST.
5) Inspect engine wiring harness for correct routing and
ensure that no rubbing or chaffing has occurred. Inspect the in-line
Deutsch 31-way connector on the engine for pins that may have been
pushed in. Check connections to sensors, relays and control modules.
Inspect battery cable connections for corrosion. Check the fuses at
the battery. All connections should be seated and in good condition,
free from damage and corrosion.
AIR INDUCTION SYSTEM INSPECTION

Inspection
1) Inspect air cleaner housing externally for damage or
distortion which could allow unfiltered air to enter engine.
Unfiltered air leakage into induction system can cause accelerated
engine wear.
2) Inspect air cleaner housing internally for end seal
movement indicated by polishing where end seal contacts air cleaner
housing. End seal movement indicates dirt may have passed the air
cleaner element and entered engine.
3) Inspect air cleaner element for holes, damaged seals,
element sooting or dented end cap because of overtightening or damage
during servicing.
4) Inspect air intake hoses and clamps for tightness and
positioning over sealing beads.
5) Inspect chassis-mounted air charge cooler and piping.
AIR INDUCTION SYSTEM PRESSURE TEST

NOTE: Any leaks found in the air induction system could have
allowed dirt to enter the engine. Dirt entering the engine
can cause pistons rings to wear abnormally or break (which
could causes high oil consumption), excessive blue smoke,
turbocharger compressor wheel pitting and erosion. If any
leaks are found in the air intake system, check the internal
condition of the engine by performing a crankcase pressure
test. See CRANKCASE PRESSURE under PERFORMANCE DIAGNOSTICS.
Test Procedure
1) Mask off outer diameter of air cleaner element air inlet
with duct tape. Plug air cleaner canister drain.
2) Remove air cleaner restriction indicator or tubing at air
cleaner. Install plug to seal opening.
3) Locate tap on cold air discharge pipe which contains a
plug. Remove plug and connect a manually regulated air supply with
pressure gauge to tap opening. See Fig. 9.
Fig. 9: Installing Regulated Air Supply

4) Apply 5-8 psi (35-55 kPa) of air pressure with regulator
to pressurize air induction system. A constant supply of air is needed
to compensate for air loss through opened intake valves.
5) Coat the following areas with soap solution and check for
leaks: cleaner body surface around outlet pipe, cleaner outlet pipe to
air cleaner body junction, clamped hose and gasket connections between
air cleaner outlet and intake manifold valve/valve cover (this
includes connections at turbocharger), surface of all air induction
piping and hoses between air cleaner and intake manifold/valve cover,
air compressor air inlet piping from air cleaner tube to and including
the fitting and gasket (when applicable), and piping to air charge
cooler. Leaks will cause air bubbles to form.
6) No leakage is permitted between air cleaner and
turbocharger (suction side). If leakage at joints is detected, tighten
hose clamps. If leakage persists, remove parts to determine cause.
Replace parts as necessary using latest clamps and torques specified.
Retest the corrected area.
CHECK ENGINE OIL LEVEL

Purpose
The purpose of this inspection is to determine if the
crankcase and oil reservoir contain engine oil of sufficient quantity
and quality to enable the injection control pressure system to
function properly.
Possible Causes
* Oil level low - Oil leak, oil consumption, incorrect

servicing.
* Oil level high - Incorrect servicing, fuel dilution
from transfer pump or defective injector and defective
"O" rings.
* Oil Contamination with Coolant - Oil Cooler, head gasket,
porosity, (accessories i.e. water cooled air compressors.)
Inspection
1) Park vehicle on level ground. Check oil level with oil
level gauge. If there is no oil or very little oil in the crankcase,
fuel injectors will not operate. If oil level on gauge is over full,
it is possible engine was incorrectly serviced or fuel is diluting the
oil and filling the crankcase. If a substantial amount of fuel is in
oil, it will have a fuel odor.
2) Inspect oil for color. A milky white oil indicates
possible coolant contamination and will have an ethylene glycol odor.
3) Check service records for correct oil type and viscosity
for the temperature (environment) the vehicle is operating in. Single
weight or 15W40 oil is not recommended for cold ambient temperatures.
Oil that has had extended drain intervals will have increased
viscosity (become thicker) and will make engine cranking more
difficult and starting less reliable at temperatures below freezing.
Refer to lube oil chart in the engine operator's manual to select the
proper grade of oil for the temperature environment the vehicle will
be operating in.
INTAKE/EXHAUST RESTRICTION
NOTE: See INTAKE RESTRICTION under PERFORMANCE DIAGNOSTICS for
detailed air cleaner restriction information.
Purpose
The purpose of this inspection is to determine if an intake
or exhaust restriction is contributing to a no start or hard start
condition.
Possible Causes
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Te

* Snow, plastic bags or other foreign material may restrict
air flow at the air cleaner inlet. On engines recently
repaired, rags or cap plugs may have been inadvertently
left in the intake system.
* Tailpipe or muffler may have been damaged or collapsed.
* Restricted catalytic converter (if equipped).
Inspection
Visually inspect the following:
1) Air cleaner inlet and ducting to assure that it is not
restricted or collapsed.
2) Air cleaner housing, filter element and gaskets for proper
installation.
3) Filter minder to assure intake restriction is below 25 in.
H20. When filter element reaches maximum allowable restriction, Yellow
indicator reaches top of window and automatically locks in this
position. See Fig. 10.
Fig. 10: Intake Restriction Filter Minder

4) Exhaust system for damaged or restricted pipes.
EST TOOL - FAULT CODES

Tools Required
A Pro-Link 9000 (ZTSE-43661) Electronic Service Tool is
required for this test.
Purpose
The purpose of this test is to determine if the ECM has
detected any fault conditions that would cause a hard or no start
condition.
Possible Causes Detectable By ECM
* Camshaft Position (CMP) sensor inactive faults.
* Injection Pressure Regulator (IPR) output circuit check
fault.
* Fuel Demand Command Signal (FDCS) and Cylinder Identification
(CI) output circuit check faults.
Test Procedure
NOTE: Inactive codes are faults that have occurred in the previous
(ignition) "key ON cycles" and are now stored in memory. An
"Active Code" will become an "Inactive"code when the ignition
(key) is shut off. Record all fault codes. All current fault
codes must be repaired and cleared, before proceeding with
further diagnostic testing.
NOTE: Turn all accessories and ignition in the OFF position before
connecting EST tool to ATA diagnostic connector.
ENGINE CONTROL
NOTE: - DIESEL (NAVISTAR
The ATA connector DT466E
supplies power & 530E)Article
to operate the EST.Text
The(p.EST
16)For Mauricio Cascante Grecia Alajuela Co
will automatically power up as soon as it is plugged into the
ATA connector. The power cord is not required and is for use
only when reading non-volatile memory.
1) Connect EST to the American Trucking Association (ATA)

diagnostic connector. Connector is located on lower left kick panel
inside cab. See Fig. 11. On school buses, it may be hidden by body
builders panel near driver's left foot. The screen of the reader
should light up as soon as tool is plugged in.
Fig. 11: Locating EST/ATA Connector

2) Turn ignition switch to ON position, but DO NOT start
engine. This will allow EST to receive data from electronic control
components on the truck. If no data is received, press "ENTER" to
retry. Information received will be data showing current status of the
engine. To access fault codes, press the "FUNC" key to switch to main
menu.
3) From main menu select "ENGINE" by pressing the left arrow
key. This will cause brackets to be placed around the "ENGINE"
selection. Press "ENTER". See Fig. 12.
Fig. 12: Identifying EST Partial Menu Map

ENGINE CONTROL - DIESEL (NAVIS
4) From next menu select "DIAGNOSTIC CODES". Selection will
have up and down arrow symbols on the screen which indicates there are
other selections available. By pressing the down arrow key, other
selections will display on the screen. Press down arrow key until
"DIAGNOSTIC CODES" appears on screen.
5) Press "ENTER". You are now in the diagnostic codes
selection of the tool. From this point, diagnostic codes can be
accessed.
6) The first option that will appear is "ACTIVE CODES". By
selecting this option, fault codes which have been detected on the
current (ignition) "key ON cycle" will be displayed. Press "ENTER". If
there are any "Active Codes", the first one will appear on the screen
along with a description of the code. The number in the upper left
hand corner represents the Flash Code number. The numbers at the
bottom of the screen represent the SAE codes. If there are any
additional codes "Active", the up and down arrow symbol will appear on
the screen. Press down arrow to access additional codes. If there are
not any codes "Active", "NO ACTIVE CODES" will appear on the screen.
7) To access "Inactive Codes", press the "FUNC" key. This
will access the last prior menu selection. Press the down arrow key to
select "INACTIVE CODES". Press the "ENTER" key.
EST TOOL - ENGINE OFF TESTS

Tools Required
Purpose
The purpose of this test is to determine if there are any
electrical malfunctions that can be detected by the ECM "Output
Circuit Check" self test.
Possible Causes
* Defective electrical components or circuitry.

* Injection Pressure Regulator (IPR) output circuit check
fault.
* Fuel Demand Command Signal (FDCS) and Cylinder Identification
(CI) output circuit check faults.
* If fault codes are set, see fault code diagnostics.
Test Procedure
NOTE: Access "DIAGNOSTIC CODES" menu in EST and clear all fault
codes before performing "ENGINE OFF TESTS".
1) Access the "ENGINE OFF TESTS" in the "DIAGNOSTIC TESTS"
section of the EST. Press "FUNC" key repeatedly, until main menu
appears on the screen.
2) Move brackets to engine selection by pressing the left
arrow key, then press "ENTER". Select "DIAGNOSTIC TESTS" menu by
pressing the down arrow key, until "DIAGNOSTIC TESTS" is shown on the
screen. Press "ENTER" to make this selection.
3) Press the down arrow key, until the "ENGINE OFF TESTS" is
shown on the screen. Press "ENTER". After the "ENTER" key is pressed,
the EST will command the ECM to perform an "Output Circuit Check" self
test.
4) When test is complete, screen will display number of
faults found in the self test. If there are any additional faults
found, press "ENTER" and faults will be displayed. If there is more
than one fault that was found during the test, the up and down arrow
symbol will be shown on the screen. Press the down arrow key to access
any additional faults. If the test is repeated by selecting "STANDARD
TEST", under the "ENGINE OFF TESTS" menu, only new faults found will
be displayed as "Faults Found".
If fault codes were not cleared before running "ENGINE OFF
TESTS", all IDM faults and associated codes recorded during the test
ENGINE CONTROL
will be stored - DIESEL (NAVISTAR
as "INACTIVE" DT466E
codes by the EST.&To
530E)Article Text (p. 18)For Mauricio Cascante Grecia Alajuela Co
read the codes,
access the "INACTIVE" code menu.
To repeat "ENGINE OFF TESTS", select "STANDARD TEST" in the
"ENGINE OFF TEST" menu.
EST - INJECTOR "BUZZ" TEST

Tools Required
Purpose
The purpose of this test is to determine if the injectors are
functioning correctly electronically, by energizing each injector in a
programmed sequence. The ECM and IDM will monitor this test and
transmit fault codes if any injector(s) or electrical circuit is not
functioning properly.
Possible Causes
* Bad wiring harness connection at injector solenoid.

* Open or shorted engine wiring harness to injector(s).
* Defective injector solenoid(s).
* Defective IDM.
* If fault codes are set, see fault code diagnostics.
Test Procedure
NOTE: Access "DIAGNOSTIC CODES" menu in EST and clear all fault
codes. "ENGINE OFF TEST" must be performed first in order to
access the "INJECTOR BUZZ TEST".
NOTE: If fault codes were cleared before the "INJECTOR BUZZ TEST",
fault codes displayed will be actual faults found during the
test. If codes were not cleared before testing, access
"INACTIVE" fault codes from EST menu to retrieve faults found
during this test.
1) After the "ENGINE OFF TESTS" have been completed, press

the down arrow key to access the "INJECTOR TEST". If the tool is not
on a menu screen, i.e. displaying of fault codes etc., press the
"FUNC" key. This will access the "ENGINE OFF TESTS" menu. Press
"ENTER" to begin test.
2) During this test, injector solenoids will produce an
audible clicking sound when actuated. It is possible to detect a
malfunctioning injector(s) by listening for the absence of the
solenoid clicking sound.
3) At the completion of the Injector Test, any faults that
have been detected will be displayed. If there is more than one fault
the up and down arrow symbol will be displayed. These additional
faults can be accessed by pressing the down arrow key. Record any
faults found and refer to the Electronic Control System Diagnostics.
STI BUTTON - FLASH CODES

Purpose
The purpose of this test is to read faults detected by the
ECM, if the EST is not available or the EST cannot receive "Self Test
Input" data due to communications or component failures.
Possible Causes
1) Electronic component or circuitry failures.
2) If fault codes are set, see fault code diagnostics.
Fig. 13: Self Test Input (STI) Diagnostic Switch Location
Test Procedure
The Self Test Input (STI) switch is located on the vehicle
dashboard labeled "ENGINE DIAGNOSTICS". See Fig. 13. Depressing the
STI switch on the dash while turning the ignition switch to ON
position, will signal the ECM to perform an "Output Circuit Check"
self test. If any faults are detected, the ECM will flash the WARN
ENGINE light to indicate which faults have been detected. Self Test
Input diagnostics will not flash VPM fault codes.
NOTE: Fault codes can be accessed at anytime by turning the
ignition switch to ON position (DO NOT start engine) and
depressing the STI switch.
1) Depress and hold STI switch. Turn ignition switch to ON
position. Do not start engine. The ECM will begin to perform the self
test to check output circuits.
2) When test is completed, ECM will flash the Red OIL/WATER
light and Amber WARN ENGINE light to signal fault codes. To read
faults codes, see STANDARD TEST (ENGINE OFF).
3) To repeat transmission of fault codes, depress "ENGINE
DIAGNOSTICS" switch which will signal the ECM to resend all stored
fault codes.
EST TOOL - DATA LIST

Tools Required
Purpose
The purpose of this test is to determine if the components
needed for starting are operating within specifications.
Possible Causes
*
Low battery voltage due to bad batteries, high resistance
at battery cable connections or in wiring to ECM.
* Defective ECM power relay.
* Blown 15-amp in-line fuse (located in battery box)
which supplies battery power (voltage) to ECM.
* Blown fuse F5 at ECM power relay control terminal No.
86.
* Low cranking RPM may be caused by electrical system
malfunctions, incorrect oil or extended oil change
intervals in cold ambient temperatures.
* No engine RPM indication on EST while cranking the
engine - CMP sensor or faulty circuitry to ECM may
cause this condition. Recheck for fault codes after
ENGINE CONTROL - DIESELSee
cranking engine. (NAVISTAR
EST TOOL DT466E
- FAULT&CODES
or STI BUTTON - FLASH CODES.
* Low ICP Pressure - May indicate leak in high pressure
oil system or defective CMP sensor.
* A defective high pressure oil pump or pump drive will
prevent proper injection control pressure. A defective
IPR, or electronic controls for the regulator will
cause low injection control pressure.
* Starting system.
* Low voltage at ECM.
* No Engine RPM indication during engine cranking.
* No Injection Control Pressure.
* No or low injection control pressure and no electronic
faults. See LOW INJECTION CONTROL PRESSURE TEST.
Test Procedure
NOTE: Test must be performed with fully charged batteries. Turn all
accessories and the ignition off, before connecting EST tool
to ATA connector.
NOTE: To measure engine cranking speed, battery voltage, and
Injection Control Pressure, it may be possible to read the
data on the EST, "DATA LIST", while the engine is cranking.
If the voltage drops below 7 volts while cranking, the EST
will "RESET" back to start-up. If this happens, the tool can
be used to perform this test by setting a "Custom Data List".
See instructions on creating a Custom Data List in this test.
1) Connect EST to the American Trucking Association (ATA)
diagnostic connector. Connector is located on lower left kick panel
inside cab. The screen of the reader should light up as soon as the
EST is plugged in.
2) Turn ignition switch to ON position. DO NOT start engine.
This will allow EST to receive data from electronic control components
on the truck. If no data is received press "ENTER" to retry.
Information received will be data indicating current status of engine.
3) Press the down arrow key until "BATT VOLTS" appears on the
screen. Continue to press the down arrow key until "BATT VOLTS" is at
top of the screen. Pressing number "1" key, a block dot will appear on
line number one.
4) This will freeze the "BATT VOLTS" on line one. Press the
down arrow key until "ENGINE RPM" appears on second line of the
screen. Press number "2" key to freeze "ENGINE RPM" on line two of the
screen.
5) Continue to press the down arrow key until "INJ CNTL psi"
is on the third line. Press number "3" key to freeze "INJ CNTL psi" on
line three. EST is now ready to read data.
Custom Data List
Perform the following steps to create a Custom Data List.
1) From main menu select "Prolink". Press "ENTER". Press the
down arrow key to access "CUSTOM DATA LIST". Press "ENTER".
2) Select "EDIT CUSTOM" by pressing the down arrow key, and
press "ENTER". The parameter menu will appear. At each line press the
down arrow key until desired parameter appears. Press "ENTER" and
parameter will be established for that line. Line will automatically
change to the next line after pressing "ENTER". If it is desired to
change the line again, press left arrow key.
3) Select "BATT VOLTS" for the first line. Select "ENG RPM"
for the second line, and "ICP" for the third line. When complete,
press the "FUNC" key to return to "DATA LIST". The order of the data
list will display "BATT VOLTS", "ENG RPM" and "ICP" as the first three
items on the list.
4) If reader resets due to low voltage, the data list will
return to the custom list just created. If the tool cycles on and off,
it will now return to the custom list. If the tool shuts down and will
not cycle, it will be necessary to continue on to the following tests:
* ECM VOLTAGE
* ENGINE CRANKING RPM
* INJECTION CONTROL PRESSURE
Record the data on the diagnostic form.
5) Battery voltage must be 7 or more volts. If voltage to the
ECM drops below 7 volts, the ECM will not remain powered up. IfENGINE
the CONTROL - DIESEL (NAVISTAR D
ECM is not receiving power via the ECM relay, engine cannot be
started. Engine cranking RPM must be sufficient to generate the
required Injection Control Pressure to operate fuel injectors and to
create enough compression heat to ignite fuel.
6) A "0" RPM indication on the EST during engine cranking
indicates ECM may not be receiving a signal from the Camshaft Position
(CMP) sensor.
7) If CMP sensor is inoperative, it must be repaired before
continuing. The ECM will not allow the IPR valve to fully activate
without a CMP signal.
8) If the EST indicates little or no injection control
pressure check oil level in oil reservoir (located on front cover) by
removing engine harness connector from Engine Oil Temperature sensor
(EOT). Loosen and carefully remove EOT sensor from front cover. Sensor
is positioned below oil level in oil reservoir. Removing sensor will
allow oil in reservoir to drain out of the opening. If little or no
oil is present, refill reservoir and reinstall EOT sensor and harness
connector. If oil reservoir continues to lose its oil level, engine
may not be pumping oil to the reservoir.
ECM VOLTAGE
Tools Required
A Digital Volt-Ohmmeter (DVOM) and a breakout box are
required for this procedure.
Purpose
The purpose of this test is to determine if there is
sufficient voltage and current to operate the ECM and Injector Drive
Module (IDM). The ECM and IDM require 7 volts minimum to operate and
drive the injectors. This is an alternate method to be used if the EST
is unavailable or fails to function properly. Insufficient electrical
power from batteries or an electronic failure may inhibit the EST from
receiving diagnostic data.
Possible Causes
* Low battery voltage - Due to bad batteries, high resistance

at battery cable connections or defective starter.
* Low or no battery voltage to ECM - May be due to high
resistance or an open circuit in power feed circuit
to ECM or ECM power relay. The ECM power circuit fuse,
F5, may be open or ECM power relay may be defective.
Test Procedure (Voltage At Battery)
Perform the following procedure to measure voltage at
battery.
NOTE: Tests must be performed with fully charged batteries.
1) Turn all accessories off, and connect a DVOM across the

battery terminals. Crank engine.
2) Record lowest voltage obtained during engine cranking. If
voltage is below 7 volts, the IDM and ECM power relays may be
resetting due to lack of voltage and current from batteries or a
problem exists in the starting system. If voltage is within
specification, see TEST PROCEDURE (VOLTAGE AT ECM).
Test Procedure (Voltage At ECM)

Perform the following procedure to measure voltage at ECM
with a breakout box.
1) Remove weather cover at engine cowl, located on upper

driver's side of vehicle. Remove 60-way connector from ECM. Attach
adapter of Breakout Box (ZTSE-4346) to ECM, and secure bolt in center
of adapter.
2) Reattach 60-way connector to adapter. Secure bolt in
center of plug to adapter. Connect positive lead of voltmeter to
terminal No. 57, and negative lead to terminal No. 40 on breakout box.
ENGINE CONTROL -
3) Record lowest voltage observed while cranking engine. If DIESEL (NAVIST
voltage is lower than 7 volts, repair ECM power feed circuit.
ENGINE CRANKING RPM

Tools Required
A Fluke 88 DVOM and Breakout Box (ZTSE-4346) are required for
the following procedure.
Purpose
The purpose of this test is to determine if engine cranking
speed is high enough to start engine and confirm that CMP sensor is
functioning properly. This is an alternate method to be used if an EST
is unavailable or fails to function properly. Insufficient electrical
power from batteries or an electronic failure may inhibit the EST from
receiving diagnostic data.
Possible Causes
* Low cranking RPM - Starting system electrical malfunctions.

Incorrect oil type or extended oil change intervals
in cold ambient temperature conditions.
* No engine RPM - Poor electrical connection at CMP sensor
wiring harness connector, wiring harness to sensor
(open or shorted) or a defective CMP sensor will cause
a "0" engine RPM indication.
Test Procedure
NOTE: Test must be performed with fully charged batteries. Engine
cranking RPM must be sufficient to generate the required
Injection Control Pressure to operate fuel injectors and to
create enough compression heat to ignite fuel.

adapter of breakout box to ECM. Secure bolt in center of adapter.
center of plug to adapter. Connect positive lead of Fluke 88 to
terminal No. 34, and negative lead to terminal No. 46. Select the DC
voltage scale, and press the "RPM" button.
3) Crank engine while observing the Fluke 88. A minimum of
150 RPM is necessary to start engine.
4) A "0" RPM indication on the Fluke 88 during engine
cranking may indicate ECM is not receiving a signal from the CMP
sensor.
5) If CMP sensor is inoperative, it must be repaired before
continuing. The ECM will not allow IPR valve to fully activate without
a CMP signal.
6) If no engine RPM is measured with the Fluke 88, check for
additional fault codes. See EST TOOL - FAULT CODES or
STI BUTTON - FLASH CODES tests. Also see
SYSTEM DIAGNOSTICS for camshaft position (CMP) sensor diagnostics.
INJECTION CONTROL PRESSURE

Tools Required
A Pro-Link 9000 (ZTSE-43661) or a Fluke 88 DVOM and Breakout
Box (ZTSE-4346) are required for the following procedure.
Purpose
The purpose of this test is to determine if the injection
control pressure system is supplying sufficient oil pressure to start
and operate the engine. This is an alternate method to be used if an
EST is unavailable or fails to function properly. Insufficient
electrical power from batteries or an electronic failure may inhibit
the EST from receiving diagnostic data.
Possible Causes For Insufficient Oil Pressure
* No oil in engine.
* Oil reservoir leak down (possibly through high pressure
pump check valve).
* Defective high pressure pump.
* Injector "O" ring leak.
* Injector body leak.
* IPR valve stuck open.
* Pump drive gear loose or damaged.
Test Procedure (With Breakout Box)
Perform the following procedure to measure Injection Control
Pressure using a breakout box.

adapter of breakout box the ECM. Secure bolt in center of adapter.
center of plug to adapter. Connect positive lead of DVOM to terminal
No. 27, and negative lead to terminal No. 46.
3) Crank engine while observing the DVOM. Record the
injection control pressure voltage signal on diagnostic form. If
Injection Control Pressure (ICP) pressure is low, see
LOW INJECTION CONTROL PRESSURE TEST.
Test Procedure (With Tee)
Perform the following procedure for an alternate method of
measuring Injection Control Pressure using a Breakout Tee (ZTSE-4347).
1) Remove engine harness connector at ICP sensor. Connect
breakout Tee to removed engine harness connector and ICP sensor.
2) Connect DVOM leads (+Green, -Black) to the breakout Tee.
3) Crank engine and observe DVOM voltage reading. Record
reading. If voltage is low, re-check oil level in reservoir (at EOT
sensor) to confirm reservoir contains a sufficient supply of oil to
enable the injection control system to function properly. If oil level
is okay, proceed to LOW INJECTION CONTROL PRESSURE TEST.
LOW INJECTION CONTROL PRESSURE TEST

Tools Required
A DVOM, ICP sensor Breakout Tee (ZTSE-4347) and an ICP
adapter fitting from Hydraulic Fitting Kit (ZTSE-4359) are required
for this procedure.
Purpose
The purpose of this test is to isolate the cause of low ICP
pressure which prevents engine from starting.
Possible Causes For Insufficient Oil Pressure
* No oil in engine.
* Oil reservoir leak down (possibly through high pressure
pump check valve).
* Cracked or porous cylinder head.
* Cracked or porous fuel/oil manifold.
* Defective high pressure pump.
* Injector "O" ring leak.
* Injector body leak.
* Internal leakage of HEUI injector.
* IPR valve stuck open.
* Pump drive gear loose or damaged.
Test Procedure
NOTE: If any fault codes were detected previously, faults should be

repaired before performing this test.
1) Remove engine harness connector from Engine Oil

Temperature (EOT) sensor located on left rear of front cover.
ENGINE 2) Remove - EOT
CONTROL sensor
DIESEL by loosening
(NAVISTAR and&carefully
DT466E removing
sensor from front cover. Sensor is positioned below oil level in
reservoir. Removing sensor will allow oil in reservoir to drain out of
the opening. If little or no oil is present, refill reservoir and
reinstall EOT sensor and harness connector.
3) Disconnect high pressure oil hose from high pressure oil
manifold. Install adapter from Hydraulic Fitting Kit (ZTSE-4359) into
end of hose.
4) Disconnect engine harness connector from ICP sensor
located on front of high pressure oil manifold. Remove ICP sensor.
5) Install sensor into adapter previously installed into
disconnected end of high pressure oil hose. If EST is to be used for
measuring ICP pressure, reconnect ICP engine harness connector to ICP
sensor. Monitor and record ICP pressure while cranking engine.
If the EST is unavailable, perform the following steps.

1) Install Breakout Tee between ICP sensor and ICP engine
harness connector. Connect positive lead of DVOM to Green terminal and
negative lead to Black terminal of breakout Tee.
2) Monitor ICP pressure (signal voltage) while cranking
engine and record pressure. If ICP pressure is greater than 800 psi or
1 volt, see ICP LEAKAGE TEST. If ICP pressure remains low, go to next
step.
3) Remove three cap screws securing transfer pump to housing,
and pull transfer pump away from housing. Crank engine and observe
transfer pump camshaft for rotation inside housing. If transfer pump
camshaft is not rotating, remove high pressure pump, and tighten loose
drive gear. Reinstall high pressure pump. Recheck ICP pressure while
cranking engine.
4) If pressure is still low, replace IPR valve and recheck
ICP pressure. If pressure is still low, replace high pressure oil
pump.
ICP Leakage Test
Perform the following procedure to test for ICP leakage.
1) Remove intake manifold/valve cover. Remove ICP sensor and
adapter plug (used previously) from high pressure hose. Reattach hose
to oil manifold. Remove other end of hose from high pressure pump, and
connect an air pressure regulator to the (removed) hose. See Fig. 14.
Fig. 14: Connecting Air Pressure Regulator

Courtesy of naivstar international corp.
2) Apply 100 psi of air pressure to oil manifold. Inspect for
leakage around injectors.
3) With fuel lines removed from fuel manifold, inspect for
oil leakage out of each end of fuel manifold. If leakage is observed
at an injector, remove and inspect injector for obvious damage or worn
"O" rings. If no leakage is present, perform
EST - INJECTOR "BUZZ" TEST with air pressure still applied. Observe
oil discharge from each of the injectors. Oil discharge should be
equal from all injectors. If excess oil is discharged from an
injector(s), the injector(s) may be defective.
4) If it is difficult to distinguish which injector(s) are
leaking, remove air supply and regulator from high pressure hose.
Connect an automotive cylinder leak tester to high pressure hose, and
apply air pressure via cylinder leak tester.
5) Conduct an EST - INJECTOR "BUZZ" TEST and observe percent
of cylinder leakage while each injector is actuated. Remove and
inspect injectors which exhibit a greater amount of leakage compared
to the others.
6) If none of the injectors indicate an excessive amount of
leakage, remove all injectors. Inspect all "O" rings for wear and
damage. All "O" rings should be replaced.
7) If oil was entering the fuel system, drain fuel tanks and
dispose of contaminated fuel properly.
FUEL PUMP PRESSURE

Tools Required
A Model D-200 Pressure Test Kit (ZTSE-2239), 0 to 160 psi
fuel pressure gauge or Gauge Bar (PS94-831-3), and appropriate line
with 1/8" NPT fitting is required for the following procedure.
Purpose
The purpose of this inspection is to determine if fuel
pressure is sufficient to start and operate the engine. If vehicle is
equipped with an optional fuel/water separator and a water-in-fuel
probe, check with vehicle operator to determine if the water-in-fuel
lamp has been illuminated during vehicle operation.
Possible Causes For Low Fuel Pressure
1) No fuel in tank.
2) A fuel filter or strainer could cause high restriction and
low fuel pressure because of dirt or fuel jelling in cold ambient
temperatures. Replace fuel filter clean fuel strainer and re-test.
3) Debris in fuel regulator valve may be the cause of low
fuel pressure.
4) A kinked or severely bent fuel supply line or blockage at
the pickup tube could cause restriction and therefore low fuel
pressure.
5) A loose fuel line on suction side of fuel system could
cause air to be ingested into the system and cause low fuel pressure.
6) Defective fuel transfer pump.
Test Procedure
1) Remove air bleed valve on fuel filter header. Install 1/8"
(3 mm) pipe fitting in place of bleed valve.
2) Connect a line from the fitting to the 0-160 psi gauge of
the Model D-200 Pressure Test Kit or Gauge Bar (PS94-831-3).
3) Measure fuel pressure by cranking engine for 20 seconds
and observing maximum pressure. Record pressure and compare to
specifications. If fuel pressure is low, replace fuel filter, clean
fuel strainer and re-test. If pressure is low on re-test, go to next
step.
NOTE: It may take a number of crank cycles to purge the air out of
the fuel system.
4) Remove fuel return line and install plug (to prevent fuel
from exiting) into fuel return opening. Crank engine and observe fuel
pressure gauge. If pressure rises, replace fuel return valve and
recheck fuel pressure. If no increase in fuel pressure occurs while
return line is plugged, perform TRANSFER PUMP RESTRICTION test under
PERFORMANCE DIAGNOSTICS.
PERFORMANCE DIAGNOSTICS
OIL LEVEL OR FUEL PRESSURE

* If oil level is suspected, see CHECK ENGINE OIL LEVEL
under HARD START/NO START DIAGNOSTICS.
* If insufficient fuel pressure is suspected, see
SUFFICIENT CLEAN FUEL under HARD START/NO START DIAGNOSTICS.
TRANSFER PUMP RESTRICTION

Tools Required
A Model D-200 Pressure Test Kit (ZTSE-2239), 0 to 30 in. Hg
vacuum gauge, or Gauge Bar (PS94-831-3), Tee, NPT pipe adapter and
appropriate fuel lines.
Purpose
The purpose of this test is to determine if low fuel pressure
is caused by excessive restriction in the fuel supply line from the
fuel tank(s) to the transfer pump inlet.
Possible Causes
* A fuel filter could cause high restriction and low

fuel pressure because of dirt or fuel jelling in cold
ambient temperatures. Change filter and re-test.
* Primary fuel filter or fuel/water separator clogged.
* A kinked or severely bent fuel supply line or blockage
at the pickup tube could cause restriction and therefore
low fuel pressure.
* A loose fuel line on the suction side of the fuel system
could cause air to be ingested into the system and
cause low fuel pressure.
* Primary fuel filter or fuel/water separator may be
ingesting air into fuel system via loose connections,
etc.
* Fuel return valve defective or stuck open due to debris.
* Defective fuel transfer pump.
Test Procedure
1) Connect a Tee between the fuel filter inlet and fuel
supply line. Connect a line from the Tee to the 0-30 in. Hg vacuum
gauge of the D-200 Pressure Test Kit (ZTSE-2239) or Gauge Bar (PS94-
831-3).
2) Start engine and measure fuel inlet restriction at high
idle and record reading. If restriction exceeds 8 in. Hg, locate
restriction on suction side of fuel system and correct. If restriction
is within specifications or very low, continue with this test.
3) Remove fuel supply line, connect a clear plastic line to
fuel inlet fitting and connect fuel supply line to clear plastic line.
Check for air bubbles in clear plastic line while engine is running at
high idle. If air bubbles are visible, inspect fuel system for suction
leak(s) and repair. If air bubbles were not present in clear line,
remove clear plastic line.
4) Install plug to seal off fuel inlet. Start engine and run
at high idle. Vacuum reading should be greater than 22 in. Hg. If
reading is less than 22 in. Hg, check for air ingestion from the
vacuum gauge to the transfer pump. If no leak is found, replace
transfer pump.
5) If no leaks are found on inlet side of fuel system, and
the transfer pump is providing 22 in. Hg vacuum, replace fuel return
valve. Recheck fuel pressure to verify valve was defective.
INTAKE RESTRICTION
Tools Required
A Model D-200 Pressure Test Kit (ZTSE-2239), Gauge Bar (PS94-
831-3), magnehelic gauge or water manometer is required for this
inspection.
Purpose
The purpose of this inspection is to determine if an
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Text (p. 27)F
intake/air cleaner restriction exists. Often a low power and poor fuel
economy complaint is simply due to a dirty air cleaner element. In
this test, the gauge is inserted in the air cleaner housing. As the
air cleaner element accumulates dirt, restriction to air flow
increases. If restriction exceeds specifications, replace the air
cleaner element or elements. A high intake restriction may cause a
considerable amount of Black or Blue smoke when starting the engine.
Possible Causes
* Dirty air cleaner element.

* Snow, plastic bags or other foreign material may restrict
air flow at the air cleaner inlet. On engines recently
repaired, rags or cap plugs may have been inadvertently
left in the intake system.
Inspection
Perform the following steps to inspect the Air Intake
Restriction Indicator.
1) Air cleaner is to be replaced when restriction reaches
maximum allowable limit. Restriction can be measured by a service
indicator, water manometer or magnehelic gauge.
2) Inspect element(s) for damaged gaskets or dents. If they
exhibit either they should be replaced.
3) Inspect inlet piping for debris.
Single Element Air Cleaner
Perform the following steps to inspect a single element air
cleaner.
NOTE: High air cleaner restriction can cause turbocharger seals to
unseat, causing oil to be drawn through seals and into
engine.
NOTE: True maximum air cleaner restriction can only be obtained
when operating engine at full load and rated speed. The
vehicle-mounted indicator or vacuum gauge will sense maximum
restriction. When 25 in. H20 is sensed on vehicle-mounted
gauges, replace the air cleaner element. For convenience, air
cleaner restriction can be measured at high idle (no load),
however the element must be replaced when 12.5 in. H20 is
measured at (no load).
1) Attach restriction test gauge at air cleaner housing tap

location. Run engine at high idle RPM.
2) Replace air cleaner element when test gauge shows a
restriction greater than 12.5 in. H2O.
Dual Element Air Cleaner
The dual element air cleaner provides a large primary (outer)
filter element and a optional small secondary (inner) filter element.
The secondary element should be used in dusty environments. The dual
element air cleaner assembly air cleaner restriction connection is
located between the primary and secondary element in the bottom of the
air cleaner housing. See Fig. 15. This arrangement allows only the
primary (outer) element to be sensed by the restriction indicator or
dash-mounted vacuum gauge. The inner element is NOT recorded on the
restriction indicator or dash-mounted vacuum gauge.
ENGINE CONTROL - DIESEL (NAVISTAR DT4

Fig. 15: Dual Element Air Cleaner Restriction Connection Location
To determine inner element restriction, visually inspect the
restriction indicator built into the inner element or inner element
retaining nut. Two different indicators are the result of two
different suppliers. Replace element when Green dot disappears from
element or from window in the retaining nut.
EST TOOL-INJECTOR TEST

Tools Required
A Pro-Link 9000 (ZTSE-43661) is required for this test.
Purpose
The purpose for this test is to verify that all power
cylinders are contributing equally.
Possible Causes
* Broken compression rings, leaking or bent valves, bent

pushrods or connecting rods.
* Open or shorted engine wiring harness to injector(s).
* Defective injectors or solenoid(s).
Test Procedure
NOTE: The "ENGINE RUNNING TEST" must be performed first to access

the Injector Test.
1) After "ENGINE RUNNING TEST" has been completed, press the
down arrow key from the "ENGINE RUNNING TEST" screen to access the
"INJECTOR TEST". Press "ENTER".
NOTE: The engine will run rough during the test.

2) The EST will signal the ECM to actuate each injector in a
programmed sequence and then measure power cylinder performance.
3) At the completion of the test, the EST screen will display
"00 FAULTS", if no injector faults occurred. If EST indicates faults
have been
ENGINE detected,
CONTROL press "ENTER" to display the fault codes. Record
fault codes. Go to - appropriate
DIESEL (NAVISTAR DT466E
fault code & 530E)Article
test. Text (p. 29)For Mauricio Cascante Grecia Alajuela Co
FUEL PRESSURE FULL LOAD

Tools Required
A Model D-200 Pressure Test Kit (ZTSE-2239), 0 to 160 psi
fuel pressure gauge or Gauge Bar (PS94-831-3), and appropriate line
with 1/8" NPT fitting is required for this test.
Purpose
The purpose for this test is to determine if the fuel system
is supplying the engine with the proper fuel quantity and pressure at
full load conditions. If fuel filter is equipped with a water-in-fuel
probe, check with vehicle operator to determine if the water-in-fuel
lamp has been illuminated during vehicle operation.
Possible Causes
* A fuel filter or clogged fuel strainer could cause

high restriction and low fuel pressure because of dirt
or fuel jelling in cold ambient temperatures. Replace
fuel filter, clean strainer and re-test.
* Debris in the fuel regulator valve will cause low fuel
pressure. See TRANSFER PUMP RESTRICTION.
* A kinked or severely bent fuel supply line or blockage
at the pickup tube could cause restriction and therefore
low fuel pressure. See TRANSFER PUMP RESTRICTION.
* A loose fuel line on suction side of fuel system could
cause air to be ingested into system and cause low
fuel pressure. See TRANSFER PUMP RESTRICTION.
* Fuel pump could have internal damage, e.g. seized plunger
or leaking check valves.
Test Procedure
NOTE: FUEL PRESSURE FULL LOAD,

ICP PRESSURE and
BOOST PRESSURE tests may be performed simultaneously at full
load conditions.
1) Remove air bleed valve on fuel filter header. Install 1/8"
(3 mm) pipe fitting in place of bleed valve.
NOTE: Bleed air from fuel line to ensure an accurate reading.

2) Connect a line from fitting to the 0-160 psi gauge of the
Model D-200 Pressure Test Kit (ZTSE-2239) or Gauge Bar (PS94-831-3).
Start engine and run at low idle to check for fuel leaks in line to
pressure gauge.
NOTE: Driving vehicle up hill or fully loaded will facilitate

efforts of reaching the proper engine loading at rated engine
speed.
3) Drive vehicle on road until engine reaches operating

temperature. Find an open section of road and select a suitable gear.
Depress accelerator pedal (full depression) to the floor and
accelerate to rated speed and 100% load.
4) Measure and record fuel pressure. If pressure is not
within specifications, replace fuel filter, clean fuel strainer and
re-check fuel pressure. It may take a number of crank cycles to purge
air out of fuel system after replacing fuel filter. If fuel pressure
remains low after replacing filter, see TRANSFER PUMP RESTRICTION.
ICP PRESSURE
Tools Required
A Pro-Link 9000 (ZTSE-43661) or DVOM and breakout Tee (ZTSE-
4347) is required for this test.
Purpose
The purpose of this test is to determine if the high pressure
lube oil system is providing sufficient hydraulic pressure to operate
the injectors.
Possible Causes
NOTE: Low injection pressure (voltage) indicates the injectors are
not receiving sufficient oil pressure to properly operate
ENGINE CONTROL
fuel injectors. - DIESEL
Perform ICP (NAVISTAR
Leakage test. SeeDT466E & 530E)Article Text
ICP LEAKAGE (p. 30)For Mauricio Cascan
TEST.
* Defective IPR valve.
* Defective High Pressure Pump Injection Control Pressure
system leakage.
* ECM commanding IPR valve to reduce injection control
pressure due to low boost pressure, incorrect Accelerator
Position Sensor (APS) feedback signal or incorrect
ICP sensor feedback signal.
Test Procedure

ICP PRESSURE and
load conditions.
1) Turn all accessories and ignition off before connecting
EST tool to ATA diagnostic connector. Connect the EST to American
Trucking Association (ATA) data link connector at lower left of driver
kick panel.
2) Press the down arrow key on EST until "INJ CNTL psi"
appears on screen. Press line number which "INJ CNTL psi" appears.
This will lock that reading on that line. Press down arrow key until
engine load appears on screen.

efforts of reaching proper engine loading at rated engine
speed.

4) Read and record ICP pressure (voltage). Stop vehicle to
read low and high idle ICP pressures (voltage) and record.
Test Procedure (Using Tee)

To measure ICP using a breakout Tee, use the following
procedure.
1) Remove engine harness connector at ICP sensor. Connect

breakout Tee (ZTSE-4347) to removed engine harness connector and ICP
sensor.
2) Place DVOM in cab of vehicle and connect a set of long
leads (+Green, -Black) to breakout Tee. Drive vehicle on road until
engine reaches operating temperature. Find an open section of road and
select a suitable gear. Depress accelerator pedal (full depression) to
the floor and accelerate to rated speed and 100% load. Read and record
ICP pressure (voltage). Stop vehicle to read low and high idle ICP
pressures (voltage) and record.
BOOST PRESSURE
Tools Required
A Pro-Link 9000 (ZTSE-43661), D-200 Pressure Test Kit (ZTSE-
2239) or Gauge Bar (PS94-831-3) and a Tee fitting are required for
this test.
Purpose
The purpose of this test is to determine if the engine can
develop sufficient boost pressure to obtain specific power.
Possible Causes
* Restricted intake or exhaust.

* Low fuel pressure.
* Low injection control pressure.
* Control system faults.
* Defective injectors.
* Defective turbocharger.
* Base engine failure.
Test Procedure

ICP PRESSURE and
load conditions.
1) Turn all accessories and ignition off before connecting
EST tool to ATA diagnostic connector. Connect EST to the ATA
connector. Turn ignition switch to ON position.
2) Access data list and press the down arrow key until "BOOST
PS" is displayed on screen. ICP and load should be displayed on screen
from prior test.
efforts of reaching proper engine loading at rated engine
speed.
accelerate to rated speed and 100% load. Record intake manifold boost
at full load rated engine speed.
Alternate Test Procedure

For an alternate procedure, perform the following steps.
NOTE: MAP sensor must be connected during boost pressure test.

1) Remove plug from boost pipe, install adapter fitting and
connect a line to Boost Pressure tap. If no plug is provided on boost
pipe, remove hose which supplies manifold boost pressure to Manifold
Absolute Pressure sensor at intake manifold/valve cover. Install a Tee
fitting and connect removed hose from MAP sensor and test line to
fitting.
2) Route line so it is not crimped or in contact with a hot
engine surface inside cab of vehicle.
3) Temporarily install the D-200 Pressure Test Kit (ZTSE-
2239) or Gauge Bar (PS94-831-3) in cab of vehicle. Connect line routed
from boost pipe or Tee at MAP sensor line to appropriate pressure
gauge.
5) If boost pressure is within specifications, the engine is
functioning properly. There may be chassis or application concerns.
Record intake manifold boost at full load rated engine speed.
CRANKCASE PRESSURE
Tools Required
A magnehelic gauge on D-200 Pressure Test Kit (ZTSE-2239) or
Gauge Bar (PS94-831-3) and orifice restriction tool (ZTSE-4039) are
Purpose
The purpose of this test is to measure power cylinder
condition.
Possible Causes For Excessive Crankcase Pressure With Oil

Consumption Trend Data
* Dirt entering air induction system. See
AIR INDUCTION SYSTEM PRESSURE TEST under HARD START/NO START
DIAGNOSTICS.
* Badly worn or broken rings.
* Badly worn or scored cylinder sleeves.
* Leaking valve seals or worn valve guides.
* A restricted breather tube.
Possible Causes For Excessive Crankcase Pressure Without Oil
Consumption Trend Data
* Leaking intake manifold/valve cover gasket.

* Air compressor effecting crankcase pressure. Remove
compressor discharge line to remove its influence.
Test Procedure
NOTE: Do not plug breather tube during crankcase pressure test as
restricting tube can cause crankshaft and turbocharger seals
to leak.
1) Park vehicle on level ground. Ensure breather tube is free
of dirt and valve cover/intake manifold is tight. Ensure engine oil
level is not above full mark and dipstick is securely in place.
2) Connect a line from restrictor tool to a water manometer
or the magnehelic gauge of the Model D-200 Pressure Test Kit (ZTSE-
2239), or Gauge Bar (PS94-830-3).
3) Run engine to attain normal engine operating temperature
before measuring crankcase pressure. Perform engine crankcase pressure
test with engine at high idle (no load) RPM.
4) Allow gauge reading to stabilize before taking pressure
reading. Record crankcase pressure. Crankcase pressure should be 8.0
in. H O.
WASTEGATE ACTUATOR TEST

Tools Required
An air pressure regulator, 0-60 psi gauge and paint marker
are required for this inspection.
Purpose
The purpose of this inspection is to determine operation of
actuator in conjunction with turbocharger operation.
Possible Causes
* Sticky flapper valve.
* Ruptured actuator diaphragm.
* Leaky canister.
* Leaky hose to actuator.
Inspection
1) Remove actuator boost line from turbocharger compressor
housing. Connect an air regulator with a 0-60 psi gauge to actuator
boost line.
2) Mark actuator shaft with paint pen. Spray leak detector or
soap solution around the actuator housing. Spray leak detector around
actuator housing and slowly apply air pressure to actuator.
3) Actuator (shaft) movement (indicated by position of paint
mark) should begin to occur between 28-30 psi. If a significant amount
of actuator shaft movement occurs and no air leaks are detected at
actuator housing, actuator is okay.
4) If little or no shaft movement occurs or air leaks are
present at the actuator housing, turbocharger must be removed from
engine and serviced.
EXHAUST RESTRICTION
Tools Required
A Pressure Test Kit D-200, Gauge Bar (PS94-831-3) or a water
manometer is required for this inspection.
Purpose
The purpose of this inspection is to determine if a
restriction exists in the exhaust system which would cause an engine
performance problem.
Possible Causes
* Collapsed exhaust piping.
* Restricted exhaust piping.
* Damaged muffler.
Test Procedure
1) Drill a hole and braze on a 1/8" NPT male connector into
the straight section of exhaust pipe approximately 3 to 6" after bend
in exhaust pipe. See Fig. 16. Connect a minimum of one foot coiled
copper tubing to NPT connector before attaching plastic tubing from
the Model D-200 Pressure Test Kit (ZTSE-2239) or Gauge Bar (PS94-831-
3). Coiled copper tubing prevents plastic tubing from melting.
2) Connect other end of plastic tubing to magnehelic gauge on
Pressure Test Kit, Gauge Bar or a water manometer. Obtain data at
rated speed on a chassis dynamometer or fully loaded on the highway.
Engine must be at normal operating temperature.
3) Pressure should be 0-35 in. H20. Pressures which exceed
specification indicate a restriction in exhaust system which can cause
a reduction in engine power. Reduce restriction by replacing muffler
or exhaust piping as required.
4) If pressures are within specification, there is no
restriction in exhaust system. Weld closed hole in exhaust pipe.
Fig. 16: Measuring Exhaust Restriction

VALVE CLEARANCE
Tools Required
A feeler gauge is required for this test.
Purpose
The purpose of this test is to determine if valve clearance
is correct.
Possible Causes
* Worn valve train.
* Valve seat or face wear.
Test Procedure
1) Remove valve cover/intake manifold. Rotate crankshaft so
No. 1 piston is on compression stroke and timing mark on damper pulley
is aligned with TDC mark on timing indicator. Confirm that No. 1
piston is on compression stroke by turning both push rods by hand to
verify both valves are closed. Valves are closed when push rods are
loose and can be turned easily.
2) Check valve lash by inserting feeler gauge between rocker
arm and valve stem tip. Valve lash adjustment on intake and exhaust
valves should be .025" (.635 mm). If adjustment is required, loosen
lock nut and valve adjustment screw until valve lever can support
feeler gauge.
3) Tighten lock nut once adjustment is set, and remove feeler
gauge. Continue checking andCONTROL
ENGINE adjusting- valves
DIESEL(if necessary)
(NAVISTAR in proper
DT466E & 530E)Article Text (p. 34)For Mauricio Ca
sequence. Six valves are adjusted when No. 1 piston is at TDC of
compression stroke, and remaining six are adjusted when No. 6 piston
is at TDC of compression stroke. See Fig. 17.
4) Install valve cover/intake manifold on cylinder head.
Tighten mounting bolts to 13 INCH lbs. (18 N.m).
Fig. 17: Valve Adjustment Sequence

SYSTEM DIAGNOSTICS
RETRIEVING FAULT CODES

Fault codes are retrieved using an Electronic Service Tool
(EST) or using the Self Test Input (STI) push-button switch. To use
the EST, access the Engine menu and select Diagnostic Tests. Select
Engine Off Tests. Press "ENTER" to begin test. To use the STI
diagnostic push-button switch, depress the switch and hold in, while
turning the ignition switch to the ON position. Once the ignition
switch is on, release the STI button. DO NOT start the engine.
When the test begins, the ECM will perform internal test of
its processing components and internal memory. It will automatically
proceed to Output Circuit Check (OCC). This will operate the ECM
output circuits. It will measure each individual circuits response.
The ECM will monitor the outputs and test the operation of the output
signals and actuators. If a circuit fails the test, a fault code will
be logged.
When the test is complete, the EST will display any faults
that were found during the test. IF the STI diagnostic switch was
used, the faults will be transmitted as "Flash Codes", using the Oil
Warning and Engine Warning lights.
Flash codes are read by counting the number of light flashes.

The following sequence occurs:
1) The OIL/WATER light will flash one time. This indicates
the beginning of Active fault codes.
2) The WARN ENGINE light will flash repeatedly signaling the
Active fault codes. All codes are three digits. The number of flashes
should be counted in sequence.
3) At the end of each digit of the code there will be a short
pause. Three flashes and a pause indicates the number 3. The coded 232
will be sent as two flashes, a pause, three flashes, a pause, and two
flashes.
If there is more than one code being sent, the OIL/WATER

light will flash once indicating the beginning of another Active fault
code. The code 111 indicates "NO FAULTS".
If no further Active fault codes exists, the OIL/WATER light

will flash twice, indicating the beginning of "INACTIVE CODES". The
WARN ENGINE light will then flash the "INACTIVE CODE"(s) present. If
several "INACTIVE CODES are present, the OIL/WATER light will flash
three times indicating "END OF MESSAGE".
If it is necessary to repeat transmission of fault codes,
press the STI button and all stored codes will be retransmitted as ENGINE CONTROL - DIESEL (NAVI
described previously. To determine which code represents what problem,
see FAULT CODE INDEX table.
FAULT CODES
FAULT CODE INDEX
Flash Code Description Go To Test

111 .......................... No Fault Detected.
Flash Code Only ................ G
112 .......................... Electrical System
Positive Battery
Voltage Out Of Range
High ..................... I
113 .......................... Electrical System
Positive Battery
Low ...................... I
114 (1) ................... ECT Signal Out Of Range
Low ...................... J
115 (1) ................... ECT Signal Out Of Range
High ..................... J
121 (1) ..................... MAP Frequency Out Of
Range ..................... T
122 (1) ..................... MAP Signal Inactive .............. T
123 ......................... MAP Above Specified
Level At Low Idle ............... T
124 (1) ................... ICP Signal Out Of Range
Low ...................... O
125 (1) ................... ICP Signal Out Of Range
High ..................... O
131 (1) ................... APS Signal Out Of Range
Low ...................... A
132 (1) ................... APS Signal Out Of Range
High ..................... A
133 (1) ..................... APS Signal In-Range
Fault ..................... A
134 (1) .................... Accelerator Position &
Idle Validation
Disagree ................... A
135 (1) .................... Idle Validation Switch
Circuit Fault ................. A
141 ......................... Vehicle Speed Signal
Out Of Range Low ............... X
142 ......................... Vehicle Speed Signal
Out Of Range High ............... X
143 ......................... Wrong Number Of CMP
Signal Transitions Per
Cam Revolution ................ D
144 ........................... CMP Signal Noise
Detected ................... D
145 ......................... CMP Signal Inactive
While ICP Has Increased ............ D
151 .......................... BARO Signal Out Of
Range High .................. B
152 .......................... BARO Signal Out Of
Range Low ................... B
154 ....................... IAT Signal Out Of Range
Low ...................... N
155 ....................... IAT Signal Out Of Range
High ..................... N
211 (1) ................... EOP Signal Out Of Range
Low ...................... L
212 (1) ................... EOP Signal Out Of Range
High ..................... L
213 ....................... Remote Pedal Signal Out
Of Range Low ................. U
214 ....................... Remote Pedal Signal Out
Of Range High ................. U
ENGINE CONTROL - DIESEL (NAVISTA
221 ........................ SCCS Switch Or Circuit
Fault ..................... U
222 ......................... Brake Switch Circuit
Fault ..................... C
223 ........................ VPM Not Communicating
With ECM ................... E
224 ............................. KAM Corrupt ................ I &
S
231 ........................... ATA Common Fault ............... E
232 ........................ Unable To Forward ECM
Message To ATA DLC .............. E
233 .......................... Tachometer Buffer
Inoperative .................. V
234 ........................ Unable To Forward ATA
Message To ECM ................ E
235 .......................... VPM/ECM DCL Fault ............... E
241 ....................... IPR OCC Self Test Failed ........... R
242 ........................ FDCS Signal To IDM OCC
Self Test Failed ............... H
243 ......................... IDM Power Relay OCC
Self Test Failed ............... P
244 .......................... Engine To Allison
Transmission Data Line
(EDL) OCC Fault ................ K
253 ......................... Fuel Injection Sync
Circuit OCC Self Test
Failed .................... H
254 ........................ OCC Self Test ECM Test
Circuit Out Of Range
High ..................... G
255 ........................ OCC Self Test ECM Test
Low ...................... G
311 (1) ................... EOT Signal Out Of Range
Low ...................... M
312 (1) ................... EOT Signal Out Of Range
High ..................... M
313 ........................ EOP Below Warning Level ............ L
314 ....................... EOP Below Critical Level ........... L
315 (1) ................... Engine Speed (Tach RPM)
Limit Exceeded .............. N/A
321 ........................ ECT Above Warning Level ............ J
322 ....................... ECT Above Critical Level ........... J
323 ......................... Engine Coolant Level
Below Warning/Critical
Level ..................... F
325 ........................ Power Reduced, Matched
To Cooling System
Performance .................. J
331 (1) ....................... ICP Above System
Working Range ................. R
332 (1) ................... ICP Above Specification
With Engine Off ................ O
333 (1) ................... ICP Above/Below Desired
Level ..................... R
421 ....................... Cylinder No. 1 - Low To
High Side Open ................ Q
High Side Open ................ Q
High Side Open ................ Q
High Side Open ................ Q
High Side Open ................ Q
High Side Open ................ Q
High Side Short ................ Q
441 ......................... Cylinder No. 1 - Low
Side Short To VBAT .............. Q
442 ......................... Cylinder No. 2 - Low
443 ......................... Cylinder No. 3 - Low
444 ......................... Cylinder No. 4 - Low
445 ......................... Cylinder No. 5 - Low
446 ......................... Cylinder No. 6 - Low
451 ......................... Cylinder No. 1 - Low
Side Short To Ground ............. Q
452 ......................... Cylinder No. 2 - Low
453 ......................... Cylinder No. 3 - Low
454 ......................... Cylinder No. 4 - Low
455 ......................... Cylinder No. 5 - Low
456 ......................... Cylinder No. 6 - Low
461 ........................... Cylinder No. 1 -
Cylinder Contribution
Test Failure ............... (2)
462 ........................... Cylinder No. 2 -
Test Failure ............... (2)
463 ........................... Cylinder No. 3 -
Test Failure ............... (2)
464 ........................... Cylinder No. 4 -
Test Failure ............... (2)
465 ........................... Cylinder No. 5 -
Test Failure ............... (2)
466 ........................... Cylinder No. 6 -
Test Failure ............... (2)
511 (1) ..................... Multiple Faults Bank 1 ............. Q
512 (1) ..................... Multiple Faults Bank 2 ............. Q
513 (1) ................... High Side To Bank 1 Open ........... Q
514 (1) ................... High Side To Bank 2 Open ........... Q
515 (1) .................... Bank 1 High Side Short
To Ground Or VBAT ............... Q
521 (1) ..................... Bank 2 To High Side
Short To Ground Or VBAT ............ Q
522 (1) .......................... IMD Fault ................... P
523 (1) ................... IDM Power Voltage Is Low ........... P
524 (1) ................... Both High Side Switches
Shorted Together ............... Q
531 (1) ..................... Fuel Injection Sync
Signal Low: CI Signal ............. H
532 (1) ..................... Fuel Injection Sync
Signal High: CI Signal ............. H
541 (1) ................... IDM Feedback TOGGLE Not
Detected By ECM ................ H
543 (1) .................... IDM Faults Not Received ............ H
544 (1) ................... Injector Fault In Bank 2 ........... Q
545 (1) ................... Injector Fault In Bank 1 ........... Q
612 (1) ................... Incorrect ECM InstalledENGINE CONTROL - DIESEL (NAVISTAR DT466E & 5
For CMP (Timing) Wheel ............. D
613 (1) ...................... Installed ECM Not
Compatible With VPM
Software ................... W
614 (1) ...................... Installed ECM Not
Compatible With ECM
Software ................... W
615 ........................ Programmable Parameter
KAM Corrupt Fault .............. G,
S &
W
621 (1) ...................... Engine Using Mfg.
Default Rating Program
Engine .................... W
622 (1) ...................... Engine Using Field
Default Rating ................ W
623 (1) .................... Invalid Engine Rating
Code: Check VPM
Programming .................. W
625 ........................... Module Software
Background Process Was
Inactive ................... G
631 ......................... ROM Self Test Fault .............. G
632 ........................ RAM Memory - CPU Self
Test Fault .................. G
633 .......................... VPM Communicating
Incorrectly With ECM ............. E
634 .......................... Internal Fuelmeter
Memory Location In
Error ..................... W
635 .......................... Internal Hourmeter
Memory Location In
Error ..................... W
641 .......................... Internal Odometer
Memory Location In
Error ..................... W
642 .......................... Internal Fuelmeter
Memory Locations
Exceeded ................... W
643 .......................... Internal Hourmeter
Memory Locations
Exceeded ................... W
644 .......................... Internal Odometer
Memory Locations
Exceeded ................... W
645 ........................ Internal EEPROM Memory
Location Fault ................ W
651 ......................... Feature Memory Data
Content Corrupted ............... W
652 ....................... Engine/Fuel Memory Data
653 ......................... Engine/Rating Memory
Data Content Corrupted ............. W
654 ........................... Watchdog Timeout ............... W
(1) - WARN ENGINE LAMP ON when fault is set.
(2) - See EST TOOL - INJECTOR TEST under PERFORMANCE DIAGNOSTICS.
SCAN TOOL CODES INDEX

PID/SID/FMI (2) Description Go To Test
194/0/0 ...................... No Fault Detected.

Flash Code Only ................ G
168/0/3 ...................... Electrical System
Positive Battery
High ..................... I
168/0/4 ...................... Electrical System
Positive Battery ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 5
Low ...................... I
110/0/4 (1) ............... ECT Signal Out Of Range
Low ...................... J
110/0/3 (1) ............... ECT Signal Out Of Range
High ..................... J
102/0/8 (1) ................. MAP Frequency Out Of
Range ..................... T
102/0/11 (1) ................ MAP Signal Inactive .............. T
102/0/2 ..................... MAP Above Specified
Level At Low Idle ............... T
164/0/4 (1) ............... ICP Signal Out Of Range
Low ...................... O
164/0/3 (1) ............... ICP Signal Out Of Range
High ..................... O
91/0/4 (1) ................ APS Signal Out Of Range
Low ...................... A
91/0/3 (1) ................ APS Signal Out Of Range
High ..................... A
91/0/2 (1) .................. APS Signal In-Range
Fault ..................... A
91/0/7 (1) ................. Accelerator Position &
Idle Validation
Disagree ................... A
0/230/11 (1) ............... Idle Validation Switch
Circuit Fault ................. A
0/84/4 ...................... Vehicle Speed Signal
Out Of Range Low ............... X
0/84/3 ...................... Vehicle Speed Signal
Out Of Range High ............... X
0/21/2 ...................... Wrong Number Of CMP
Signal Transitions Per
Cam Revolution ................ D
0/21/2 ........................ CMP Signal Noise
Detected ................... D
0/21/12 ..................... CMP Signal Inactive
While ICP Has Increased ............ D
108/0/3 ...................... BARO Signal Out Of
Range High .................. B
108/0/4 ...................... BARO Signal Out Of
Range Low ................... B
0/171/4 ................... IAT Signal Out Of Range
Low ...................... N
0/171/3 ................... IAT Signal Out Of Range
High ..................... N
100/0/4 (1) ............... EOP Signal Out Of Range
Low ...................... L
100/0/3 (1) ............... EOP Signal Out Of Range
High ..................... L
0/29/4 .................... Remote Pedal Signal Out
Of Range Low ................. U
0/29/3 .................... Remote Pedal Signal Out
Of Range High ................. U
0/244/2 .................... SCCS Switch Or Circuit
Fault ..................... U
0/247/2 ..................... Brake Switch Circuit
Fault ..................... C
0/252/7 .................... VPM Not Communicating
With ECM ................... E
0/254/2 ......................... KAM Corrupt ................ I &
S
0/250/2 ....................... ATA Common Fault ............... E
0/250/9 .................... Unable To Forward ECM
Message To ATA DLC .............. E
190/0/2 ...................... Tachometer Buffer
Inoperative .................. V
0/248/9 .................... Unable To Forward ATA
Message To ECM ................ E
0/248/2 ...................... VPM/ECM DCL Fault ............... E
0/42/11 ................... IPR OCC Self Test Failed ........... R
0/154/11 ................... FDCS Signal To IDM ENGINE
OCC CONTROL - DIESEL (NAVISTAR DT466E & 530E
0/37/11 .....................IDM Power Relay OCC
Self Test Failed ............... P
0/248/11 ..................... Engine To Allison
Transmission Data Line
(EDL) OCC Fault ................ K
0/153/11 .................... Fuel Injection Sync
Circuit OCC Self Test
Failed .................... H
0/254/3 .................... OCC Self Test ECM Test
High ..................... G
0/254/4 .................... OCC Self Test ECM Test
Low ...................... G
175/0/4 (1) ............... EOT Signal Out Of Range
Low ...................... M
175/0/3 (1) ............... EOT Signal Out Of Range
High ..................... M
100/0/1 .................... EOP Below Warning Level ............ L
100/0/7 ................... EOP Below Critical Level ........... L
315 (1) ................... Engine Speed (Tach RPM)
Limit Exceeded .............. N/A
110/0/0 .................... ECT Above Warning Level ............ J
110/0/7 ................... ECT Above Critical Level ........... J
111/0/1 ..................... Engine Coolant Level
Below Warning/Critical
Level ..................... F
110/0/14 ................... Power Reduced, Matched
To Cooling System
Performance .................. J
164/0/0 (1) ................... ICP Above System
Working Range ................. R
164/0/13 (1) .............. ICP Above Specification
With Engine Off ................ O
164/0/10 (1) .............. ICP Above/Below Desired
Level ..................... R
0/1/5 ..................... Cylinder No. 1 - Low To
High Side Open ................ Q
High Side Open ................ Q
High Side Open ................ Q
High Side Open ................ Q
High Side Open ................ Q
High Side Open ................ Q
0/1/3 ....................... Cylinder No. 1 - Low
0/2/3 ....................... Cylinder No. 2 - Low
0/3/3 ....................... Cylinder No. 3 - Low
0/4/3 ....................... Cylinder No. 4 - Low
0/5/3 ....................... Cylinder No. 5 - Low
Side Short To VBAT ENGINE CONTROL
.............. Q - DIESEL (NAVISTAR DT466E & 5
0/6/3 .......................Cylinder No. 6 - Low
0/1/6 ....................... Cylinder No. 1 - Low
0/2/6 ....................... Cylinder No. 2 - Low
0/3/6 ....................... Cylinder No. 3 - Low
0/4/6 ....................... Cylinder No. 4 - Low
0/5/6 ....................... Cylinder No. 5 - Low
0/6/6 ....................... Cylinder No. 6 - Low
461 ........................... Cylinder No. 1 -
Test Failure ............... (3)
462 ........................... Cylinder No. 2 -
Test Failure ............... (3)
463 ........................... Cylinder No. 3 -
Test Failure ............... (3)
464 ........................... Cylinder No. 4 -
Test Failure ............... (3)
465 ........................... Cylinder No. 5 -
Test Failure ............... (3)
466 ........................... Cylinder No. 6 -
Test Failure ............... (3)
0/151/11 (1) ................ Multiple Faults Bank 1 ............. Q
0/152/11 (1) ................ Multiple Faults Bank 2 ............. Q
0/151/5 (1) ............... High Side To Bank 1 Open ........... Q
0/152/5 (1) ............... High Side To Bank 2 Open ........... Q
0/151/6 (1) ................ Bank 1 High Side Short
To Ground Or VBAT ............... Q
0/152/6 (1) ................. Bank 2 To High Side
Short To Ground Or VBAT ............ Q
0/37/11 (1) ................. IDM Power Relay OCC
Self-Test Failed ............... P
0/233/4 (1) ............... IDM Power Voltage Is Low ........... P
0/151/3 (1) ............... Both High Side Switches
Shorted Together ............... Q
0/153/4 (1) ................. Fuel Injection Sync
Signal Low: CI Signal ............. H
0/153/3 (1) ................. Fuel Injection Sync
Signal High: CI Signal ............. H
0/154/11 (1) ............... FDCS Signal To IDM OCC
0/155/11 (1) .............. IDM Feedback TOGGLE Not
Detected By ECM ................ H
0/155/7 (1) ................ IDM Faults Not Received ............ H
0/152/14 (1) .............. Injector Fault In Bank 2 ........... Q
0/151/14 (1) .............. Injector Fault In Bank 1 ........... Q
0/21/7 (1) ................ Incorrect ECM Installed
For CMP (Timing) Wheel ............. D
0/252/1 (1) .................. Installed ECM Not
Compatible With VPM
Software ................... W
0/252/13 (1) ................. Installed ECM Not
Compatible With ECM
Software ................... W
0/254/13 ................... Programmable Parameter
KAM Corrupt Fault .............. G,
S &
W
0/253/1 (1) .................. Engine Using Mfg.
Default Rating Program
Engine .................... WENGINE CONTROL - DIESEL (NAVI
0/253/0 (1) .................. Engine Using Field
Default Rating ................ W
0/253/13 (1) ............... Invalid Engine Rating
Code: Check VPM
Programming .................. W
0/254/9 ....................... Module Software
Background Process Was
Inactive ................... G
0/240/2 ..................... ROM Self Test Fault .............. G
0/254/12 ................... RAM Memory - CPU Self
Test Fault .................. G
0/252/2 ...................... VPM Communicating
Incorrectly With ECM ............. E
0/250/2 ...................... Internal Fuelmeter
Memory Location In
Error ..................... W
0/247/2 ...................... Internal Hourmeter
Memory Location In
Error ..................... W
0/245/2 ...................... Internal Odometer
Memory Location In
Error ..................... W
0/250/12 ..................... Internal Fuelmeter
Memory Locations
Exceeded ................... W
0/247/12 .................. Internal Hourmeter Fault ........... W
0/245/12 ................... Internal Odometer Fault ............ W
0/253/7 .................... Internal EEPROM Memory
Location Fault ................ W
0/253/10 .................... Feature Memory Data
0/253/2 ................... Engine/Fuel Memory Data
0/253/12 .................... Engine/Rating Memory
Data Content Corrupted ............. W
0/252/12 ...................... Watchdog Timeout ............... W
(1) - WARN ENGINE LAMP ON when fault is set.

(2) - PID = Parameter Identifier, SID = Sub-System Identifier,
FMI = Failure Mode Identifier.
(3) - See EST TOOL - INJECTOR TEST under PERFORMANCE DIAGNOSTICS.
SENSOR & ACTUATOR CIRCUIT BASIC CHECKS

The basic diagnostic procedure recommended for most sensor
and actuator circuits is to disconnect the harness at the connector
and inspect for corrosion, bent pins, spread pins or any condition
that could cause a loose or intermittent connection.
Connector Checks To Ground (B-)
NOTE: It is important that when checking grounds all accessories

including dome light be turned off. Current flow in the
system will affect resistance readings. Measure resistance of
all wiring harness connectors to ground (preferably negative
battery cable) to determine if a short to ground condition is
present.
* On engine sensor harness connectors, signal grounds
should be less than 5 ohms. Signal grounds on vehicle
sensors vary.
* The VREF and signal lines, with the processor connected,
will normally measure more than 1000 ohms.
* A power ground on a actuator circuit should measure
less than 5 ohms. The control side of an actuator circuit
will normally measure more than 1000 ohms.
Connector Voltage Checks

With the ignition on, measure for voltage at the connector.
On circuits with expected voltages, this will verify the integrity of ENGINE CONTROL - DIESEL (NAVI
the circuit. On circuits without expected voltages, this will
determine if a short to voltage exists, or a miswired condition.
* Engine sensor signal return circuits should measure
less than .25 volts.
* VREF circuits should measure 4.5-5.5 volts. If voltage
is higher or lower, another sensor may be affecting
the circuit. Disconnect sensors one at a time to locate
faulty sensor.
* Sensor signal lines will measure 0-.25 volts if circuit
is designed to pull down when disconnected. Circuits
designed to pull up will normally be 4.6-5 volts, or
12 volts.
* Actuator circuits may be either on/off circuits that
are normally 12 volts, or pulse width modulated that
are 12 volts controlled by a percentage duty cycle.
* Communication circuits between ECM and IDM are either
pull up or pull down. One end of the circuit is normally
at 12 volts and the signal is created by the low side
toggling the high side to ground.
Harness Resistance Tests
Harness resistance checks are performed when a circuit is
suspected of having high resistance or being open. Tests are conducted
with a breakout box connected and measuring resistance from the
connector end to the processor connector. If high resistance or an
open is found, it can be isolated by separating the circuit at the
Deutsch connector and measuring resistance through both halves of the
connector.
Operational Signal Checks

Signal checks are made with a breakout box installed and
measuring signal voltage or frequency. They can help locate an in-
range fault or intermittent condition. A breakout box should be used
to measure frequency circuits as a DVOM has limitations in measuring
frequencies.
FLASH CODE & SCAN TOOL CODE DIAGNOSTICS
TEST A: ACCELERATOR PEDAL POSITION SENSOR/IDLE VALIDATION

SWITCH (APS/IVS) - FLASH CODES 131, 132, 133, 134 &
135
Signal Functions
Navistar electronic engines use an electronic accelerator
pedal assembly that includes an Accelerator Position Sensor (APS) and
Idle Validation Switch (IVS). These two functions are integrated into
one component mounted on the pedal. The accelerator pedal assembly is
serviceable to the extent that the APS/IVS switch can be replaced
without replacing the complete assembly. The ECM determines the
position of the accelerator pedal by processing the input signals from
the Accelerator Position Sensor (APS) and Idle Validation Switch
(IVS).
The Accelerator Pedal Position Sensor (APS) is a

potentiometer type sensor which, when supplied with a 5 volt reference
signal from the ECM, provides a linear analog voltage signal that
indicates the driver's demand for power. The APS signal is used in
calculating desired fuel quantity and injector timing. Accelerator
pedal position is one of the controlling variables in the calculation
of desired injection control pressure.
The Idle Validation Switch (IVS) is a 0/12 volt switch that

provides the ECM with a redundant signal to verify when the pedal is
in the idle position.
Fault Detection/Management
Any detected malfunction of the APS or IVS sensor circuit
will illuminate the WARN ENGINE lamp. An APS signal that is detected
out of range high or low by the ECM will cause the engine to ignore
the APS signal and will only allow the engine to operate at low idle.
If a disagreement in the state of IVS and APS is detected by the ECM
and the ECM determines that it is an IVS fault, the ECM will only
allow a maximum of 50 percent APS to be commanded. If a disagreement
in the state of IVS and APS is detected by the ECM, and the ECM can
not discern if it is an APS or IVS fault, or if it is an APS fault,
the engine will be allowed to operate at low idle only.
Accelerator Position Sensor (APS)
The ECM sends a regulated 5 volt signal through ECM connector
(379) terminal No. 26 to APS connector (382) terminal "C". The APS
then returns a variable voltage signal (depending on pedal position)
from APS connector (382) terminal "A" to the ECM at terminal No. 47.
The APS is grounded from connector (382) terminal "B" to the ECM
signal ground terminal No. 46. See Fig. 19.
APS Auto-Calibration
The ECM learns the lowest and highest pedal positions by
reading and storing the minimum and maximum voltage levels from the
APS. In this manner the ECM "auto-calibrates" the system to allow
maximum pedal sensitivity. The ECM auto-calibrates as the key is in ON
position, but when the key is turned off, these values are lost. When
the key is turned on again, this process starts over. When the pedal
is disconnected (or new one installed), the pedal does not need to be
calibrated, as the calibration happens when the key is turned on.
Idle Validation Switch (IVS)

The ECM expects to receive one of two signals through ECM
connector (379) terminal No. 8 from APS/IVS connector (382) terminal
"D": zero volts when the pedal is at the idle position, or 12 volts
when the pedal is depressed. The IVS receives 12-volt ignition voltage
from 10A fuse F4 (H1 with FBC). See Fig. 19. When the pedal is NOT in
the idle position (throttle applied), the IVS sends a 12-volt signal
to the ECM. The ECM compares the inputs it receives at terminals No.
47 and No. 8 from the APS/IVS to verify when the pedal is in the idle
position. If the APS signal at terminal No. 47 indicates throttle is
being applied, then the ECM expects to see 12 volts at IVS terminal
No. 8. If the APS signal at terminal No. 47 indicates throttle is not
applied, then the ECM expects to see 0 volts at the IVS terminal No.
8. The timing process is critical between the APS and the IVS sensors.
For this reason, it is very difficult to determine if the APS/IVS
assembly is working properly using a volt-ohmmeter.
ECM Diagnostics
When the key is in ON position, the ECM continuously monitors
the APS/IVS circuits for expected voltages. It also compares the APS
and IVS signals for conflict. If the signals are not what the ECM
expects to see, Fault codes will be set.
Trouble Shooting
The APS and IVS circuits operate with low current levels.
When troubleshooting, pay special attention to connectors. Inspect
connectors for pushed back, damaged, corroded or dirty terminals.
Ensure terminals and wires are properly crimped. Make sure connectors
are properly joined together. Check for any damage to wiring and make
sure system grounds are clean and tight.
The tests performed on the accelerator pedal assembly check

for shorts, opens and correct resistance values, but do not check for
proper timing between the two functions. If all of the circuits
between the ECM and the accelerator pedal assembly check good, then
the APS/IVS accelerator switch should be replaced.
Flash Code 131, PID 91, FMI 4: APS Out Of Range Low
The ORL (out of range low) code 131 is set if the ECM detects
a voltage lower than 0.146 volts at terminal No. 47. A short to ground
or an open in circuit 99B are possible causes for this fault. This
code is displayed by either the Prolink EST or using the WARN ENGINE
light to flash codes. When code 131 is active, the ECM restricts
engine speed to idle and turns the WARN ENGINE light on. If the
condition causing code 131 is intermittent and the condition is no ENGINE CONTROL - DIESEL (NAVIST
longer present, the code will become inactive and normal engine
operation will resume. If code 131 is active, see Figs. 20 - 19.
Flash Code 132, PID 91, FMI 3: APS Out Of Range High
The ORH (out of range high) code 132 is set if the ECM
detects a voltage greater than 4.56 volts at terminal No. 47. A short
to VREF or 12 volts in circuit 99B are possible causes for this fault.
This code is displayed by either the Prolink EST or using the WARN
ENGINE light to flash codes. When code 132 is active, the ECM
restricts engine speed to idle and turns the WARN ENGINE light on. If
the condition causing code 132 is intermittent and the condition is no
longer present, the code will become inactive and normal engine
operation will resume. If code 132 is active, see Figs. 20 - 19.
Flash Code 133, PID 91, FMI 2: APS In Range Fault
NOTE: Note that code 133 is caused by an intermittent condition,
the code remains ACTIVE until the vehicle has been shutdown
and restarted. It does not recover without cycling the key
switch.
If the IVS signal is changing and the APS signal is constant,
the ECM assumes APS is the conflict source and sets code 133. Engine
RPM is restricted to idle and the WARN ENGINE light is turned on. If
code 133 is active, see Figs. 20 - 19.
Flash Code 134, PID 91, FMI 7: APS/IVS Disagree

switch.
If neither the APS or IVS is changing, or both are changing

or the ECM cannot determine the faulty code in specified time, then
code 134 is set, engine RPM is restricted to idle and the WARN ENGINE
light is turned on. If code 134 is active, see Figs. 20 - 19.
Flash Code 135, SID 230, FMI 11: IVS Circuit Fault
switch.
If the APS is changing and IVS is constant, the ECM assumes

IVS is the conflict source and sets flash code 135. In this case the
ECM limits the APS signal to a lower value, which provides less than
full RPM, but does not limit engine RPM to idle. The WARN ENGINE light
is not turned on. If code 135 is active, see Figs. 20 - 19.

ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Text (p. 47)For Mauricio Cascante Grecia Alajuela Co
Fig. 18: APS/IVS Harness Connector Values

Fig. 19: APS/IVS, BARO & MAP Wiring Diagram
Fig. 20: Testing APS/IVS Circuit (1 Of 4)

TEST B: BAROMETRIC PRESSURE SENSOR (BARO) - FLASH CODES 151 &

152
Signal Functions
The BARO sensor is a variable capacitance sensor that when
supplied with a 5 volt reference signal from the ECM produces a linear
analog voltage signal that indicates pressure.
The BARO signal is used to determine altitude to adjust

timing and fuel quantity to optimize engine operation and control
smoke throughout all altitude conditions.
The ECM sends a regulated 5 volt signal from ECM connector

(379) terminal No. 26 to BARO connector (406) terminal No. 2. The BARO
sensor returns a variable voltage signal (represents atmospheric
pressure) from BARO connector (406) terminal No. 3 to the ECM at
terminal No. 5. The BARO sensor is grounded from connector (406)
terminal No. 1 to the ECM signal ground terminal No. 46. See Fig. 19.
The ECM continuously monitors the signal from the BARO sensor
to ECM terminal No. 5. A BARO signal that is detected out of range
ENGINE
high CONTROL
or low by the - ECM
DIESEL
will(NAVISTAR DT466E
cause the ECM & 530E)Article
to ignore the BAROText (p. 52)For Mauricio Cascante Grecia Alajuela Co
signal
and use the Manifold Absolute Pressure (MAP) signal generated at low
idle as an indication of barometric pressure. If a MAP fault is
detected, the BARO will default to 29.6 in. Hg of barometric pressure.
See Fig. 24.
Trouble Shooting
The BARO circuits operate with low current levels. When
troubleshooting, pay special attention to connectors. Inspect
Ensure terminals and wires are properly crimped. Make sure connectors
are properly joined together. Check for any damage to wiring and make
sure system grounds are clean and tight.
If fault codes indicate a problem is also present with the

APS/IVS system, trouble shoot that system before performing the
following tests.
Flash Code 151, PID 108, FMI 3: BARO Signal Out Of Range High
BARO signal greater than 4.95 volts for more than 1 second.
If code 151 is active, see Figs. 19 and 24 - 26.
Flash Code 152, PID 108, FMI 4: BARO Signal Out Of Range Low
BARO signal less than 1.0 volt for more than 1 second. If
code 152 is active, see Figs. 19 and 24 - 26.
Fig. 24: BARO Sensor Harness Connector Values

ENGINE CONTROL - DIESEL (NAVISTAR D

Fig. 25: Testing BARO Circuit (1 Of 2)
Fig. 26: Testing BARO Circuit (2 Of 2)
TEST C: BRAKE SWITCH/RELAY CIRCUITS - FLASH CODE 222
Signal Function
The service brake switch circuit function is to communicate
to the ECM when the service brakes are applied and when the brakes are
not applied. This information is used with cruise control, PTO and
engine brake operation, which are controlled by the ECM. All vehicles
equipped with Cruise, PTO and/or Engine Brake utilize the Brake Switch
Relay (393) to notify the ECM of a brake ON or brake OFF condition.
Switch Configurations
There are three configurations of switches used.
1) With tractor air brakes (code 4092), a single normally

open switch (71) and the Brake Switch Relay (393) is used. Air
pressure closes the switch with brakes applied. See Fig. 35.
2) With truck air brakes (4091), two normally open, air
operated switches (70) and (71) are in parallel circuits. See Fig. 36.
3) With hydraulic brakes (04040), two mechanical switches
(50) and (51) are used, but only one of the switches is linked to the
ECM. The switches are actuated by the brake pedal arm. See Fig. 37.
With the key in the ON position and service brakes released,
ignition voltage is applied to ECM terminal No. 43 and no voltage is
applied to terminal No. 23. When service brakes are applied, voltage
is applied to ECM terminal No. 23 and the voltage to ECM terminal No.
43 is turned off.
The ECM continuously monitors ECM terminals No. 23 (BNO) and
No. 43 (BNC). The ECM expects to see 12V at one terminal and 0 volts
at the other. If the signals disagree (12 volts at both or 0 volts at
both), then flash code 222 is set as an active fault. When Flash code
222 is active, the Cruise, PTO and Engine Brake systems are disabled.
If the fault is intermittent, the system does not reset until the
vehicle has been shut off and restarted. This code does not turn on
the WARN ENGINE light.
Trouble Shooting
The Prolink EST can be used to monitor the brake switch
operation. Before troubleshooting, ensure batteries are fully charged.
Check battery cables and grounds for clean, tight connections free of
damage. Voltage tests will give misleading readings if batteries are
not fully charged. Inspect circuit connectors for pushed back, loose
or damaged (spread or bent) terminals, or wires with cut strands, etc.
Wires and connections must be free of damage or corrosion. When some
connectors corrode, a light White residue will be present that must be
removed. Inspect suspect circuit grounds for clean, tight connections,
free of any damage. For voltage checks, see Fig. 27.
Flash Code 222, SID 247, FMI 2: Brake Switch Circuit Fault
The ECM continuously monitors ECM terminals 23 (BNO) and 43
(BNC). The ECM expects to see 12V at one terminal and 0 volts at the
other. If the signals disagree (12 volts at both or 0 volts at both),
then flash code 222 is set as an active fault. When Flash code 222 is
active, the Cruise, PTO and Engine Brake systems are disabled. If the
fault is intermittent, the system does not reset until the vehicle has
been shut off and restarted. This code does not turn on the WARN
ENGINE light.
A faulty brake switch, faulty brake switch relay, open fuses
and/or open or short circuits (high or low) can cause code 222 to set.
If code 222 is active, go to appropriate test. See Figs. 28 - 31.
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Te

Fig. 27: Brake Switch/Relay Harness Connector Values
Fig. 28:CONTROL
ENGINE - DIESEL
Testing Air Brake(NAVISTAR
Stop Light DT466E
Switch & 530E)Article
Circuit Text
(BNO/BNC (p. 57)For Mauricio Cascante Grecia Alajuela Co
Tractor - 4092)
Fig. 29: Testing Air Brake Stop Light Switch Circuit (BNO/BNC
Truck - 4091) (1 Of 2)
Fig. 30: Testing Air Brake Stop Light Switch Circuit (BNO/BNC
Truck - 4091) (2 Of 2)
Fig. 31: Testing Stop Light Switch Circuit (BNO/BNC Hydraulic - 4040)
Fig. 32: Testing BNO/BNC Brake Switch Relay (1 Of 3)
Fig. 33: Testing BNO/BNC Brake Switch Relay (2 Of 3)
ENGINE
Fig. 34:CONTROL - DIESELBrake
Testing BNO/BNC (NAVISTAR
Switch DT466E & 530E)Article
Relay (3 Of 3) Text (p. 63)For Mauricio Cascante Grecia Alajuela Co
Fig. 35: Brake Switch/Relay Wiring Diagram (4092 Tractor With Air
Brakes)
Fig. 36: Brake Switch/Relay Wiring Diagram (4091 Truck With Air
Brakes)
Fig. 37: Brake Switch/Relay Wiring Diagram (04040 With Hydraulic
Brakes)
ENGINE CONTROL
Courtesy - DIESEL
of navistar (NAVISTAR
international DT466E & 530E)Article Text (p.
corp. 66)For Mauricio Cascante Grecia Alajuela Co
Bench Testing Hella Relay
1) Remove relay from connector. For relay locations, see
Fig. 70. Measure resistance between terminals No. 30 and No. 87A. See
Fig. 38. If resistance is less than 2 ohms, go to next step. If
resistance is greater than 2 ohms, replace relay.
2) Measure resistance between terminals No. 30 and No. 87. If
resistance is 100 k/ohms or more, go to next step. If resistance is
less than 100 k/ohms, replace relay.
3) Connect positive battery lead to terminal No. 30, and
negative battery lead to terminal No. 86. Relay should energize with
an audible click. If relay energizes, go to next step. If relay does
not energize, replace relay.
4) With relay energized, measure resistance between terminals
No. 30 and No. 87A. If resistance is 100 k/ohms or more, go to next
step. If resistance is less than 100 k/ohms, replace relay.
5) With relay energized, measure resistance between terminals
No. 30 and No. 87. If resistance is less than 2 ohms, relay tests
good. If resistance is greater than 2 ohms, replace relay.
Fig. 38: Brake Switch Relay Wiring Diagram
Adjusting Hydraulic Stop Light Switch

NOTE: No. 1 test light should be in OFF position, and switch should
be set so that brake pedal must be moved .5" (12.7 mm) at
point of contact to make light turn on.
1) Disconnect cab harness from switches. See Fig. 39. With
attaching nut on upper switch finger tight, connect No. 1 test lead
light leads to switch. Adjust switch until light just comes on. Note
position of key/tab on connector body.
2) Hold attaching nut and rotate switch clockwise one full
turn without changing position of key/tab. Tighten attaching nut on
upper switch and watch key/tab. Ensure switch is not turned when
tightening nut.
3) With attaching nut on lower switch finger tight, connect
No. 2 test light leads to switch. Adjust lower switch so that with
pedal depressed, both lights turn on simultaneously. If test light No.
2 (lower switch) comes on first, move lower switch closer to pedal. If
test light No. 1 (upper switch) comes on first, move lower switch away
from pedal.
4) Tighten attaching nut on both switches and retest. Remove
test lights. Install connector with circuits "70/70A" and "70B/70C" on
upper switch and connector with circuits "90A" and "90B" on lower
switch.

Fig. 39: locating Truck BNO/BNC Hydraulic Brake Switches
TEST D: CAMSHAFT POSITION SENSOR (CMP) - FLASH CODES 143,

144, 145 & 612
Signal Functions
The Navistar engine control system includes a Camshaft
Position Sensor (CMP). See Fig. 40. This sensor provides the
Electronic Control Module (ECM) with a signal that indicates camshaft
position and engine speed. The CMP sensor signal is used by the ECM to
synchronize piston position to injector firing sequence. The injector
firing order sequence begins when the ECM detects the narrow vane on
the timing disk indicating No. 1 cylinder. Engine position for each
cylinder is then continuously calculated as each vane on the timing
ENGINE CONTROL
disk passes by the - CMP
DIESEL (NAVISTAR
sensor. DT466E & 530E)Article
This information is processedText
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ECM and used for injection timing and fuel delivery control. The ECM
can then initiate the beginning of firing. The CMP is a Hall Effect
type sensor that generates a digital frequency as windows on the
timing disk pass through the magnetic field. The frequency of the
windows passing by the sensor as well as the width of selected windows
allows the ECM to detect engine speed and position. When the narrow
vane passes the CMP sensor the signal on time is less than when the
other vanes pass the sensor. This produces a signal that the ECM uses
to indicate engine position. Engine speed is detected by the ECM by
counting the frequency of the 24 signal pulses for each camshaft
revolution. See Fig. 40.
* Engine Speed - Is determined by counting 24 windows on the

timing sensor disk each camshaft revolution.
* Fuel Timing Control - The position of cylinder No. 1 is
determined by distinguishing
a narrow vane on the camshaft timing sensor disk.
* Engine Mode Selection - Allows the ECM to discern when the
engine is in the off, crank or run mode.
* Injection Control Pressure - Engine speed is one of the
controlling variables in the calculation of desired injection
control pressure.
* Fuel Quantity Control/Torque Limiting - Engine torque and
fuel is controlled and is dependent on engine speed. Fuel
quantity is determined by engine speed.
Fig. 40: Camshaft Position Sensor Frequency

An inactive CMP signal during cranking is detectable by the
ECM. An inactive CMP signal will cause a no start condition.
Electrical noise can also be detected by the ECM, if the level is
sufficient to effect engine operation a corresponding fault code will
be set. The engine WILL NOT operate without a functioning CMP signal.
For harness connector values, see Fig. 41.

Fig. 41: Camshaft Position Sensor Harness Connector Values

ECM Diagnostics
Once the ECM has recognized the narrow vane (wide window) it
will synchronize the engine firing order to the timing of the CMP
signal. Every 2 crankshaft revolutions it will verify that
synchronization. If the ECM receives too many or too few pulses for
the number of engine revolutions, it will set a fault code.
The engine will not operate without a functioning CMP signal.
However, the ECM will attempt to determine the cause of an invalid
signal and identify it with a fault code.
CMP codes that are set will become inactive codes if the key
is turned off. These codes can be retrieved using the Self Test Input
(STI) switch located on the vehicle dashboard or the Electronic
Service Tool.
Flash Code 143, SID 21, FMI 2: Wrong No. Of CMP Signal
Transitions Per Cam Revolution
Code 143 indicates the ECM has received CMP signals with the
wrong number of transitions. This indicates that the ECM has counted
the voltage transitions and found less than the specified number of
pulses from the sensor. When this problem is continuous, the engine
will stop running and the ECM will log an active code. If the key is
shut off, the code will become an inactive code. This code will not
turn the warning light on. If code 143 is active, see Figs. 42 - 43.
Possible Causes
* Intermittent CMP signal caused by a intermittent circuit.
* Defective CMP sensor.
* Incorrect CMP sensor to timing disk clearance.
Flash Code 144, SID 21, FMI 2: CMP Signal Noise Detected
Code 144 indicates that the ECM has detected voltage spikes
or transitions other than the CMP signal. If this problem is
continuous the engine could stop running and the ECM will log an
active code. If the key is shut off, the code will become an inactive.
This code will not cause the warning light to illuminate. If code 144
is active, see Figs. 42 - 43.
Possible Causes
* Poor ground connections for CMP or other electronic

components.
* Wire harness shielding missing or incorrectly installed
on the engine harness.
* Outside components that could induce voltage signals.
Flash Code 145, SID 21, FMI 12: CMP Signal Inactive While ICP
Has Increased
Flash code 145 indicates that the ECM does not detect a CMP
signal. This code would be set if the engine was rotating and the ECM
detected a rise in ICP pressure, but did not detect a CMP signal. To
set this code the engine must be rotated long enough for the ICP to
increase. When this code is set the engine will not operate. This code
will not cause the warning light to illuminate. If code 145 is active,
see Figs. 42 - 43.
Possible Causes
* Defective CMP sensor.

* Faulty sensor circuitry.
* Improper air gap between sensor and camshaft timing
disk.
Flash Code 612, SID 21, FMI 7: Incorrect ECM Installed For
CMP Timing Disk
Flash code 612 indicates that the ECM has monitored the CMP
signal and the signal is incorrect for the programming in the ECM.
This means that the ECM does not recognize the signal generated from
the timing disk and CMP sensor.
When this condition exists, the ECM does not send a Fuel
Demand Command Signal (FCDS) to the Injector Drive Module (IDM). The
engine cannot operate without a FDCS signal from the ECM. If code 612
is active, see Figs. 42 - 43.
Possible Causes
* ECM has been accidently replaced with an incorrect ENGINE CONTROL - DIESEL (NAVISTA
ECM for the particular engine application. (For example,
the timing disk for the I6 and V8 (T444E) are different
and generate a different signal. An ECM from the V8
(T444E) engine will not run an I6 engine.
* Incorrect signal due to a defective CMP sensor or incorrect
air gap between the CMP sensor and the timing disk.
Fig. 42: Testing Camshaft Position Sensor


Fig. 43: Camshaft Position Sensor Wiring Diagram
TEST E: VEHICLE PERSONALITY MODULE (VPM) COMMUNICATIONS -

FLASH CODES 223, 231, 232, 234, 235 & 633
Signal Functions
The Navistar engine control system includes the Electronic
Control Module (ECM), Vehicle Personality Module (VPM), and Injector
Driver Module (IDM). The Data Communication Link signal is a 0 to 5
ENGINE
volt CONTROL
variable - DIESEL
width (NAVISTAR
wave form DT466E
signal that & 530E)Article
enables Text (p. 73)For Mauricio Cascante Grecia Alajuela Co
communication
between the Vehicle Personality Module (VPM) and the ECM. It is used
for communication of diagnostic and calibration data.
The VPM is connected to the ECM through the DCL. The DCL
connection between the ECM and the VPM serves as a conduit for data
sent on the ATA to be shared with the ECM. Communications between the
ECM and the EST connector go through the VPM. See Figs. 44 and 45.
The positive DCL link is circuit "97AS", which connects ECM

connector (379) terminal No. 28, to the VPM through connector (381),
terminal No. 13. The negative DCL link is circuit "97AT", which
connects ECM connector (379), terminal No. 9 to the VPM through
connector (381), terminal No. 14. These two circuits (97AS and 97AT)
are a twisted wire pair and pass through dash connector at terminals
No. 8 and No. 1. Both the ATA and DCL circuits use twisted wire pairs.
All repairs to these wire pairs must maintain one complete twist per
inch along the entire length of the circuits. Both circuits are
polarized (one positive and one negative) and reversing the polarity
of the circuit will disrupt communications.
The ATA Diagnostic/Programming Link signal is a 0 to 5 volt
width wave form signal that enables communication between the VPM and
the Electronic Service Tool (EST). It is used for communication of
calibration, programming and diagnostic information.
All communications between the EST (Pro-Link 9000 using the

Navistar cartridge) and the engine control system is done through the
EST connector (384). This communications link supports: displaying
fault codes and operating conditions on the EST, performing
proprietary diagnostic tests programmed into the cartridge, clearing
fault codes and programming performance parameter values. EST
connector (384) has six pins, labeled "A" through "F". See Fig. 46.
These pins provide the following: fused BATTERY power is provided to
Pin "C" to provide battery power for electronic service tools. Pin "E"
provides a battery ground for the EST. Connector (384) terminal "A" is
connected by circuit 98B(+) to the positive Red ATA bus and EST
connector (384) terminal "B" is connected by circuit 98D(-) to the
negative Blue (428) bus. These two connections allow communication
with all components connected to the data link at these same two
busses.
The Red (positive) and Blue (negative) Data Link Busses

connect the EST connector (384) and the VPM (381). They are also the
connection point for other electronic components that require access
to the engine control system through the ATA communications link. The
Red (positive) bus (427) is connected by circuit 98A(+) to the VPM at
connector (381), terminal No. 11. The Blue (negative) bus (428) is
connected by circuit 98C(-) to the VPM at connector (381), terminal
No. 12.
Both the ATA and DCL circuits use twisted wire pairs. All
repairs to these pairs must maintain one complete twist per inch along
the entire length of the circuits. These circuits are polarized (one
positive and one negative) and reversing the polarity of these
circuits will disrupt communications.
The ECM also provides the VPM with a 0 to 12 volt tachometer
signal. The frequency of the signal is one-fifth (1/5th) the RPM.
Fig. 44: ATA/DLC Communication

Fig. 45: Data Communications Link/ATA Link
The VPM and ECM can detect on a continuous basis an open,
short or intermittent connection on the DCL and ATA lines.
ECM Diagnostics
Flash codes that can be caused by defects occurring in the
ATA or DCL circuits are discussed in this section. There are also
Flash Codes related to or caused by faulty communication (corrupt or
invalid data transmitted between the ECM and VPM), that are discussed
in this section.
The engine control system does not detect faults in the power
or ground circuits to EST connector (384). If the service tool does
not power up when connected, try the service tool on another vehicle
(if one is available) to determine if the service tool is working
properly. If the service tool is okay, then test EST Connector (384)
power and ground circuits. See Figs. 46 and 47.
Should the EST display "NO DATA", the ATA data link circuit
from the EST connector to the VPM may be disrupted. Verify that the
key is in ON position, and then test the ATA Data Link circuits. See
Figs. 46, 48 and 49.
Fig. 46: ATA/DCL Wiring Diagram

Fig. 47: Testing EST Connector Power & Ground Circuit
Fig. 48: Testing ATA Data Link Circuit (1 Of 2)

Fig. 49: Testing ATA Data Link Circuit (2 Of 2)
Trouble Shooting
The DCL and ATA circuits operate with very low current
levels. When troubleshooting the DCL or ATA, pay special attention to
the connectors.
Before performing tests, inspect for pushed back, damaged,
corroded or dirty terminals. Ensure terminal and wire are properly
crimped. Ensure connectors are properly joined together. Check for
damage to wiring, and clean tight ground connections. Check voltages
and resistances. See Fig. 50.
Fig. 50: DLC/ATA Harness Connector Values
Flash Code 223, SID 252, FMI 7: VPM Not Communicating With
ECM
If DCL circuits (97AS and/or 97AT) between the ECM and VPM
are shorted low or high, or open, Flash Code 223 will set. Flash code
223 causes the engine to operate in Field Defaults, which turns the
WARN ENGINE light on. When Field Defaults are being used by the ECM,
Flash Code 622 also is set. If the condition causing code 223 is
intermittent, and the condition is no longer present, the code will
change to an inactive code, and the engine will resume normal
operation. If code 223 is active, see Figs. 51 and 52. If defect is
not found in DCL circuits, replace VPM.
Fig. 51: DCL Data Link Circuit Test (1 Of 2)
Fig. 52: DCL Data Link Circuit Test (2 Of 2)
Flash Code 231, SID 250, FMI 2: ATA Common Fault

This code can occur when the VPM cannot access the ATA data
link. If this occurs, there will not be any ATA data available at the
EST. The code can be "flashed" using the STI switch located on the
instrument panel.
If the ATA positive or negative circuits between EST and VPM
and any other electronic devices (transmissions, brakes etc.) using
the ATA bus are shorted (high or low), open, or busy (too many
devices), Code 231 will set. This code will not cause the warning
light to illuminate. If code 231 is active, see Figs. 48 and 49. If
defect is not found in ATA circuits, investigate possible system
causes.
Possible System Causes

* A defective ATA device (such as transmission controller
or anti-lock brake controller) connected to the ATA
bus is pulling the signal to ground.
* Too many ATA devices, although this would be rare.
* If no system causes are present, replace the VPM.
Flash Code 232, SID 250, FMI 9: Unable To Forward ECM MessageFor Mauricio Cascante Grecia Alajuela Co
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Text (p. 82)
To ATA DCL
If there are no ECM replies to requests from the EST or VPM,
the ECM is sending more messages than the VPM can transmit on the ATA
bus. This is a result of the positive and/or negative ATA data link
circuits between the EST and VPM (or other devices installed using the
ATA link) being are shorted (high or low), or open, Code 232 will set.
This code will not cause the warning light to illuminate. If code 232
is active, see Figs. 48 and 49. If no wiring defects are found,
investigate possible system causes.
Possible System Causes
* A defective ATA device (such as transmission controller

or anti-lock brake controller) connected to the ATA
bus is pulling the signal to ground.
* Too many ATA devices or an incompatible ATA device
has been connected to the ATA bus.
* An occurrence of Code 231.
* If no system causes are present, replace the VPM.
Flash Code 234, SID 248, FMI 9: Unable To Forward ATA Message
To ECM
If there are no ECM replies to requests from the EST or VPM,
Code 234 will set. This can be a result of the DCL positive or
negative circuits (97AT and/or 97AS) being shorted (high or low), or
open between ECM and VPM. Code 223 may also be present.
Code 234 can also be set by connecting the EST when the key
is in the OFF position. If the key was recently turned off, the VPM
may still be powered. The VPM can stay on for up to 30 minutes after
turning the key off. If the Pro-Link is connected (key off), the VPM
will unsuccessfully request data from the ECM, which is not powered
with the key off. If this occurs, turn the key on and clear the codes.
This code will not cause the warning light to illuminate. If
code 234 is active, verify that ignition key is in ON position and see
Figs. 51 - 52. If defect is not found in DCL circuits, replace ECM.
Flash Code 235, SID 248, FMI 2: VPM/ECM DCL Fault
If there are no ECM diagnostic replies to requests from the
EST or VPM, Code 235 will set. This can be a result of DCL circuits
(97AT and/or 97AS) being shorted (high or low), or open between VPM
and ECM. If the condition causing code 235 to set is intermittent and
the condition is no longer present, the code will go to inactive
status.
This code will not cause the warning light to illuminate. If

code 235 is active, see Figs. 51 and 52. If defect is not found in DCL
circuits, replace ECM.
Flash Code 633, SID 252, FMI 2: ECM/VPM Common Fault,

Communicating Incorrectl
When code 633 is set, the engine operates on Field Defaults
turning the WARN ENGINE light on and setting code 622. This code
indicates that the ECM and VPM are communicating incorrectly. The
message from the VPM contains bad data, or the VPM takes too long to
respond to ECM requests for data. This can be a result of DCL circuits
(97AT or 97AS) between ECM and VPM being shorted (high or low), or
open. If this code is caused by an intermittent condition, and the
condition is no longer present, the code will become inactive and
normal engine operation will resume.
If code 633 is active, see Figs. 51 and 52. If there are no

defects in the DCL, refer to codes 613 and 614 and verify that the ECM
and VPM have the correct software versions. If the software versions
are correct, replace the VPM.
TEST F: ENGINE COOLANT LEVEL SYSTEM (ENGINE PROTECTION) -

FLASH CODE 323
Signal Function
With the optional engine protection system, the ECM monitors
inputs from the Engine Oil Pressure sensor, Engine Coolant Temperature
sensor and Low Coolant switch (or module). If any of these sensors
detect out of range conditions beyond the warning level, ECM OWL
terminal No. 59 goes LOW (ground) causing the alarm to sound and the
OIL/WATER warning light to turn on. If the engine shutdown feature has
been selected, and the out of range conditions go beyond the critical
level, the engine will initiate the shutdown process.
There are no ECM diagnostics for the Engine Coolant Level
system. Flash Code 323 will be active when a low coolant situation is
present and the Pro-Link will indicate COOLANT LOW. If Pro-Link
indicates "COOLANT LOW" when coolant level is above probe, test for
false low coolant signal. See Figs. 55 - 57. After the coolant has
been restored to proper levels, Flash code 323 will remain as an
ENGINE
inactive code and the ECM will log the engine hoursCONTROL - DIESEL (NAVISTAR DT466E & 530E)Article
of the occurrence.
For ECL system harness connector values, see Figs. 54 and 59.
Low Coolant Level System (Models With Metal Surge Tanks)
The 2500, 2600 and 8100 models have a metal surge tank and
use low coolant module and low coolant probe. The low coolant module
outputs a 12V signal to ECM terminal when coolant levels are at
specified levels and 0V when coolant is below the probe.
terminal No. 59 goes LOW (ground) causing the alarm to sound and the
level, the engine will initiate the shutdown process.
Engine Coolant Level (ECL) Module & Probe (Models With Metal
Surge Tank)
The ECL module (414) receives 12V ignition power from 15A
fuse F2 (G1 fuse w/FBC) at terminals "A" and "C". ECL Module, terminal
"B" is connected (circuit 34B) through connector (379) to ECM terminal
No. 18 (CLS). ECL module (414) is grounded from terminal "D" through
the Coolant Level Probe located in the surge tank. The ground path
(very low current flow in the circuit) from ECL module terminal "D"
goes through the probe and the coolant (using coolant as a conductor)
on circuit "34-G" to the starter ground. When the coolant level is
above the probe, ECL module terminal "B" will be HIGH (12V) causing
ECM connector (379) CLS terminal No. 18 to be HIGH. This in turn
causes ECM connector (379) OWL terminal No. 59 to be HIGH and
OIL/WATER warning light is off. With coolant level below the probe for
more than 7 consecutive seconds (7 second delay prevents intermittent
splashing signals), the ground path through the probe from ECL Module
terminal "D" will be open. This causes the ECL module terminal "B" to
go LOW (0 volts). With ECL terminal "B" at 0 volts, ECM terminal No.
18 is at 0 volts causing the ECM to turn on the WARN ENGINE light and
Alarm. See Fig. 53.
To test engine coolant module and probe circuits, see
Figs. 54 - 57.
Fig. 53: Engine Coolant Level System Wiring Diagram (Models W/

Metal Surge Tank)
Fig. 54: Engine Coolant Level System Harness Connector Values
(Models W/ Metal Surge Tank)
Fig. 55: False Low Coolant Signal Test (Models With Metal Surge
Tank - 1 Of 3)
Tank - 2 Of 3)
Tank - 3 Of 3)
Low Coolant Level System (Models With Plastic Surge Tanks)
All models with a plastic composite surge tank utilize a
magnetic low coolant switch in the surge tank instead of the module
and probe. The low coolant switch is open when coolant is okay and
closed when coolant is LOW. When this switch OPEN, 12 volts are
present at ECM terminal No. 18. When the switch is closed, voltage is
pulled to zero at ECM terminal No. 18.
ENGINE
terminalCONTROL - DIESEL
No. 59 goes (NAVISTAR
LOW (ground) DT466E
causing the & 530E)Article
alarm to soundText
and(p.
the89)For Mauricio Cascante Grecia Alajuela Co
level, the engine will initiate the shutdown process. See Fig. 58.
Fig. 58: Engine Coolant Level System Wiring Diagram (Models With
Plastic Surge Tank)
Engine Coolant Level Switch (Models With Plastic Surge Tank)

Ignition voltage is applied through a 1000 ohm resistor to
the Engine Low Coolant (ECL) switch (437) and to ECM connector (379)
at terminal No. 18. ECL switch (437) is open with coolant at proper
levels and closed when the coolant level is below required levels.
With the ECL switch open, voltage at ECM terminal No. 18 is HIGH and
with coolant low (switch closed) voltage at ECM terminal No. 18 is
LOW. With ECM terminal No. 18 HIGH, ECM terminal No. 59 is also high
and the Oil/Water Warning system is not activated. With ECM terminal
No. 18 LOW, terminal No. 59 is LOW and the warning system is activated
turning on the Oil/Water Warning light and initiating the engine
shutdown process (if shutdown is enabled).
For testing ECL switch circuits, see Figs. 60 - 61.
Fig. 59: Engine Coolant Level System Harness Connector Values
(Models With Plastic Surge Tank)
ENGINE
Fig. 60:CONTROL - DIESEL
Engine Coolant (NAVISTAR
Level DT466E &
Switch Circuit 530E)Article
Test Text
(Models With (p. 92)For Mauricio Cascante Grecia Alajuela Co
Plastic Surge Tank - 1 Of 2)
Courtesy of navistar internationl corp.
Fig. 61: Engine Coolant Level Switch Circuit Test (Models With
Plastic Surge Tank - 2 Of 2)
Courtesy of navistar internationl corp.
Engine Oil Pressure Sensor (EOP)

The EOP sensor sends a linear analog signal to ECM terminal
No. 42. If the ECM detects oil pressure below the warning level the
OWL is turned on. If oil pressure goes below the critical level,
engine shutdown is initiated.
Engine Coolant Temperature Sensor (ECT)
The ECT sensor sends a 0-5 volt analog signal to ECM terminal
No. 7. If the ECM detects coolant temperature above the warning level
the OWL is turned on. If coolant temperature goes above the critical
level, engine shutdown is initiated.
Trouble Shooting
Use the Pro-Link 9000 to monitor the ECL system operation.
Pro-Link will indicate that the coolant level is FULL or LOW.
Ensure batteries are fully charged. Check battery connections
and grounds for clean, tight connections free of damage. Voltage tests
will give misleading readings if batteries are not fully charged.
Before troubleshooting a particular circuit, inspect connectors for
pushed back, loose or damaged (spread or bent) terminals, or wires
with cut strands, etc. Wires and connections must be free of damage or
corrosion. When some connectors corrode, a light White residue will be
present that must be removed. Inspect suspect circuit grounds for
clean, tight connections free of damage.
Flash Code 323, PID 111, FMI 1: Engine Coolant Below
Warning/Critical Level
The ECM does not check the ECL circuits. Flash Code 323 is
set indicating that a "low coolant" condition was detected.
Flash Code 323 will be active when a low coolant situation is

present and the Pro-Link will indicate COOLANT LOW. After the coolant
has been restored to proper levels, Flash code 323 will remain as an
inactiveCONTROL
ENGINE - DIESEL
code and the (NAVISTAR
ECM will log the DT466E
engine & 530E)Article
hours Text (p. 93)For Mauricio Cascante Grecia Alajuela Co
of the occurrence.
TEST G: ECM SELF DIAGNOSTICS - FLASH CODES 111, 254, 255,

615, 625, 631 & 632
Signal Functions
The ECM monitors and controls engine operation and
performance, vehicle features such as PTO and cruise control,
communicates information to the Vehicle Personality Module (VPM) and
Injector Drive Module (IDM).
The ECM is capable of internal fault detection and, dependent
upon the severity of the problem, can provide fault management
strategies to allow limited engine/vehicle operation. During normal
engine operation, the ECM automatically performs several tests to
detect faults. During Normal Operation, the ECM performs Continuous
Diagnostics and the Start-up KAM Test.
Start-Up KAM Test

The Start-up KAM Test is used to validate the ECM's Keep-
Alive-Memory once each time the ECM resets (turns on). If an error is
detected, Flash codes 224 or 615 can be set.
Flash Code 615, SID 254, FMI 13: Programmable Parameter KAM
Corrupt Fault
Flash Code 615 can be set when Flash code 224 is set. If 224
is present, see TEST I: ECM POWER SUPPLY - FLASH CODES 112, 113 & 224.
If code 224 is not set, code 615 indicates that the ECM's RAM is
defective. Replace the ECM.
Continuous Diagnostics
Continuous diagnostic checks are made by the ECM during
vehicle operation to detect out-of-range, rationality and system
faults. Flash codes 112 and 113 can be set during this diagnostic
process. See TEST I: ECM POWER SUPPLY - FLASH CODES 112, 113 & 224.
On Demand Diagnostics (Service Diagnostics)

The ECM will perform On-Demand Diagnostics (Service
diagnostics) when requested by the service technician. The KOEO
Standard Test Procedure includes: ECM Internal Self-Tests and Output
Circuit Checks (OCC).
ECM Internal Self-Tests
Use the Pro-Link EST to perform the self-tests. The test
procedure checks the ECM's CPU, RAM, and ROM. The test may set flash
codes 111, 625, 631 or 632.
Flash Code 111, PID 194, FMI 0: No Errors Detected

Flash Code 111 indicates that the ECM has not detected any
errors.
Flash Code 625, SID 254, FMI 9: ECM Process Inactive

Background
Flash Code 625 indicates that the ECM Software is Faulty.
Replace ECM.
Flash Code 631, SID 240, FMI 2: ROM Test Fault

If code 631 is present, replace ECM.
Flash Code 632, SID 254, FMI 12: RAM/CPU Test Fault
ECM Output Circuit Checks (OCC)

During the OCC checks, ECM related codes 254 and 255 can
occur.
Flash Code 254, SID 254, FMI 3: OCC Out Of Range High (ORH)
Flash Code 255, SID 254, FMI 4: OCC Out Of Range Low (ORL)
TEST H: ECM-IDM COMMUNICATIONS - FLASH CODES 242, 253, 531,

532, 541 & 543
Signal Functions
The Navistar engine control system includes an Electronic
Control Module (ECM) and an Injector Drive Module (IDM). The IDM's
primary functions are to supply high current and voltage to power the
injectors and to electrically "turn on" individual injectors upon
command by the ECM. The ECM communicates and controls injector timing
and fuel quantity and communicates engine position to the IDM to
insure correct fueling timing, quantity and firing sequence. The IDM
is also capable of feeding back or handshaking information received
from the ECM and of communicating diagnostic information pertinent ENGINE
to CONTROL - DIESEL (NAVIST
injector or IDM operation to the ECM. Information is transmitted
between the IDM and ECM on three circuits; Cylinder Identification
(CI), Fuel Demand Command Signal (FDCS) and Electronic Feedback (EF).
The engine requires a functioning CI and FDCS signal to operate.
Fig. 62: ECM-IDM Communications Circuit

Cylinder Identification (CI) Signal
Cylinder Identification (CI) is the 0 to 12 volt wave form
signal from the ECM to the IDM to indicate the beginning of the firing
order. This signal is generated by the ECM to indicate to the IDM the
position of No. 1 cylinder and synchronize injector firing order to
engine position. The Camshaft Position (CMP) sensor detects engine
position by identifying the sync window in the CMP timing disk.
When the IDM is powered up, 12 volts is supplied from pin No.
16 of the IDM to pin No. 34 of the ECM. The ECM will "pull down" this
12 volts low to approximately .6 volts (the voltage drop across an
internal transistor in the ECM). After the ECM has received a sync
signal from the CMP sensor and can identify the position of cylinder
No. 1, it will toggle the CI signal and allow it to go high (12
volts). Every 180 degrees of camshaft rotation or 360 degrees of
crankshaft rotation, the ECM will again pull the CI signal low (.6
volts). This indicates to the IDM to initiate the firing sequence 1-5-
3 when it receives the high signal and 6-2-4 when it receives the low
signal. This signal will be repeated every camshaft revolution.
Fuel Demand Command Signal (FDCS)

Fuel Demand Command Signal (FDCS) is the 0 to 12 volt wave
form signal sent by the ECM to the IDM to indicate the beginning and
ending of each injection cycle. ECM calibration and the signals of
various sensor inputs determine the timing and duration of the signal.
The FDCS signal is generated by the ECM by "pulling down" (switching
to ground) a 12-volt communication circuit in the IDM.
When the IDM is powered up, 12 volts is also supplied from

pin No. 12 of the IDM to pin No. 22 of the ECM, the ECM will "pull
down" this 12 volts low to approximately .6 volts (the voltage drop
across an internal transistor in the ECM). After the IDM has received
the CI signal, the ECM will toggle the FDCS signal high and low to
indicate to the IDM the beginning and ending of injector operation for
each cylinder.
Electronic Feedback (EF) Signal

The Injector Driver Module Feedback signal is a 0 to 12 volt
wave form signal that communicates a mirror image of the FDCS signal
from the IDM to the ECM. Extensions of the EF (Electronic Feedback)
signal can indicate to the ECM possible problems with the injectors by
the IDM as the engine is running. On initial power up, the EF toggle
will signal the ECM with a constant 100 Hz signal that the IDM
successfully initialized. In an engine off or engine running
diagnostic mode, the EF signal is also used to communicate diagnostic
information from the IDM to the ECM. The EF signal is generated by the
IDM by "pulling down" (switching to ground) a 12-volt communications
circuit in the ECM.
After the ignition key is turned to ON position and the ECM
and IDM relays are enabled, the IDM is powered up and performs it's
internal self checks. During engine operation, the EF signal mirrors
the FDCS signal to the ECM to verify FDCS reception by the IDM and
will modify the EF signal if certain injector faults are detected
during engine operation. After a "Engine Off Standard Test" is
performed, the EF signal will communicate diagnostic information
stored in the IDM pertaining to IDM function or injector operation.
NOTE: The engine will not operate without a functioning CI and FDCS
circuit. IDM diagnostic fault codes will not be transmitted
if the EF line is not functioning, however, the engine will
operate normally.
* Cylinder Identification - Intermittent open or short to

ground conditions can be detected by the IDM through IDM
stuck high or low codes (532 and 531). Active faults can be
detected by an on demand output circuit check performed
during "Engine Off Tests".
* Fuel Demand Command Signal - Active faults can be detected by
an on demand output circuit check performed during "Engine
Off Tests".
* Injector Driver Module Feedback - Active faults can be
detected by a toggle sequence that the ECM looks for on start
up. The WARN lamp will be illuminated if this is detected.
IDM Diagnostics
The IDM monitors operation of output circuits during engine
operation. Output circuits that are shorted or open are detected by
the IDM and are subsequently disabled if necessary to prevent damage
to the output drivers. This will set a fault code. When a fault is
detected during operation an EF "extension", transfers fault
information to the ECM. Not all faults can be transferred during
engine operation. However, faults are stored in the IDM when they are
detected. These faults are transmitted during the "Engine Off Tests",
as inactive faults.
At start up, the IDM performs a Self Test of internal
components to determine if they are operating satisfactorily. The IDM
compares the signal inputs to determine if the signal voltages are
within specification, if not a fault code will be set. These faults
are also transferred to the ECM on command as inactive faults. See
Fig. 63 for IDM connector checks.
ECM Diagnostics
The ECM monitors the timing of the EF signal while the engine
is running. When it detects a fault sent from the IDM, it will log the
transfer. However, it will be necessary to perform an "Engine Off
Standard Test" to determine most fault codes stored in the IDM. The
"Engine Off Test" may be initiated by the EST or the STI Self Test
Input switch located on the vehicle dash.
The ECM continually measures the communication signal voltage
levels. If the voltage levels are lower or higher than expected, a
fault code will be set to identify the circuit or component. The fault
will be automatically recorded as an active code. If the ignition key
is turned off, the fault will be stored as an inactive code. See
Fig. 63 for ECM connector checks.
Fig. 63: Cylinder Identification, Electronic Feedback & Fuel

Demand Command Signal Harness Connector Values
CourtesyCONTROL
ENGINE - DIESEL
international DT466E & 530E)Article Text
corp. (p. 97)For Mauricio Cascante Grecia Alajuela Co
Flash Code 242, SID 154, FMI 11: FDCS Signal To IDM OCC Self
Test Failed
During the Engine Off Standard Output Circuit Check test,
Code 242 will be set by the ECM, if the ECM did not detect a voltage
transition on the FDCS circuit. This code will not cause the Engine
Warning light to be illuminated. Code 242 may be caused by a shorted
high or low or open FDCS circuit. If accompanied by other
communication codes could indicate the IDM is not powered up. This
fault must be repaired for the engine to operate. See Figs. 64 - 66.
Flash Code 253, SID 153, FMI 11: Fuel Injection Sync Circuit
OCC Self Test Failed
Flash code 253 will be set during the Engine Off Standard OCC
test. This code is set by the ECM and indicates no voltage transition
detected on the CI circuit. This fault will not cause the Engine
Warning light to be illuminated. See Figs. 64 - 66. It may also be
necessary to see TEST P: INJECTOR DRIVER MODULE (IDM) POWER SUPPLY -
FLASH CODES 243, 522 & 523.
Possible Causes
* Shorted (high or low) or open CI circuit.

* If accompanied by other communication codes could indicate
the IDM is not powered up. This fault must be repaired
for the engine to run.
Flash Code 531, SID 153, FMI 4: Fuel Injection Sync Signal
Low: CI Signal
Flash code 531 is set by the IDM and is transmitted to the
ECM on command from the ECM during the Engine Off Standard Test. This
code indicates the IDM has detected an FDCS signal and the CI signal
has remained at 0 volts. This code will cause the Engine Warning light
to be illuminated.
A possible cause may be a short to ground in the CI circuit.
This code must be repaired for the engine to run. See Figs. 64 - 66.
Flash Code 532, SID 153, FMI 3: Fuel Injection Sync Signal
High: CI Signal
Flash code 532 is set by the IDM and is transmitting to the
ECM on command from the ECM during the Engine Off Standard Test. This
code indicates the IDM has detected and FDCS signal and CI signal has
remained at 12 volts. This code will cause the Engine Warning light to
be illuminated. See Figs. 64 - 66.
Possible Causes
* Short to a voltage source.
* Open CI circuit.
Flash Code 541, SID 155, FMI 11: IDM Feedback Toggle Not
Detected By ECM
Flash code 541 is set by the ECM. The ECM monitors the CI,
FDCS and EF signals for voltage levels. If the ECM detects that the CI
or FDCS is open or if the EF signal is not sending a 100 Hz signal,
this code will be set. This code will cause the Engine Warning light
to be illuminated. See Figs. 64 - 66. It may also be necessary to see
TEST P: INJECTOR DRIVER MODULE (IDM) POWER SUPPLY - FLASH CODES 243,
522 & 523.
Possible Causes
* Short or open on the EF circuit if this code is the
only code present.
* If accompanied by other IDM circuit faults the IDM
may not be powered or operational.
* If displayed during a Engine Off Standard Test it will
be accompanied by code 543. This code may be set due
to other faults in the ECM due to a reset condition.
* If other codes are present repair them first in the
order of importance for engine operation. This code
should not prevent engine operation by itself.
Flash Code 543, SID 155, FMI 7: IDM Faults Not Received
Flash code 543 is set by the ECM during a Engine Off Standard
OCC test. This indicates that the ECM has commanded the transmission
of fault codes from the IDM and has not received the codes. If this
code occurs, first record any active or inactive codes. Then clear the
codes and rerun the Engine Off Standard test. This code will cause the
Engine Warning light to be illuminated. See Figs. 64 - 66. It may also
be necessary to see TEST P: INJECTOR DRIVER MODULE (IDM) POWER SUPPLY
- FLASH CODES 243, 522 & 523.
Possible Causes
* Opens or shorts in the IDM/ECM communications circuits.
* IDM not powered.
* If accompanied by other faults repair the other faults
first in the order of importance for engine operation.
This code should not prevent engine operation by itself.

ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Text (p. 100)For Mauricio Cascante Grecia Alajuela C
Fig. 64: Testing ECM-IDM Communications Circuit (1 Of 2)

Fig. 65: Testing ECM-IDM Communications Circuit (2 Of 2)
Fig. 66: ECM-IDM Communications Wiring Diagram
TEST I: ECM POWER SUPPLY - FLASH CODES 112, 113 & 224
Signal Functions
The ECM receives 12 volt operating power, with the key on,
from the ECM power relay. The ECM also receives 12 volt battery power
at all times for the Keep Alive Memory (KAM) function.
The ECM Power Relay (395) has battery power supplied directly
from the batteries to terminal No. 30. The 15A ECM PWR fuse that is
part of the battery cable assembly protects this circuit. See Fig. 71.
When the key switch is turned to ON position, the ECM Power
Relay (395) is energized by ignition power from 5A fuse F5 (5A fuse C1
with FBC) at the relay control coil terminal No. 85. With the ECM
Power Relay (395) energized, power flows through the normally open (N.
O.) relay contacts (No. 30 to No. 87) then on circuit "97AR" to ECM
connector (379), terminals No. 37 and No. 57.
The ground side of the ECM Power Relay control coil (terminal
No. 86) is grounded by circuit "11-GK" at the Electronic Ground Stud
located at the cab. The Diode Assembly (415) prevents the electronic
components from voltage spikes created by the relay opening and
closing.
The ECM power ground terminals No. 40 and No. 60 are grounded
through ECM connector (379) at the negative battery terminal.
The ECM monitors voltage at terminals No. 37 and No. 57. If
the ECM continuously receives less than 8 volts or more than 15 volts,
a fault code 112 or 113 will be set. The fault codes do not cause the
Warning light to be turned on. If the condition is intermittent, the
code will be logged as an inactive code. For harness connector values,
see Fig. 67

Fig. 67: ECM Power Supply Harness Connector Values

ECM Diagnostics
If the ECM continuously receives less than 8 volts or more
than 15 volts at terminals 37 and 57, a fault code 112 or 113 will be
set.
Trouble Shooting
Before performing any tests, inspect ECM power relay circuit
Ensure terminals and wires are properly crimped. Ensure connectors are
properly joined together. Check for damage to wiring, and clean, tight
battery and ground connections.
If the power supply to the ECM checks good, replace the ECM.
If a vehicle no-start condition is present and there is no power to
the ECM (Pro-Link displays voltage supply to ECM), see Figs. 68 - 71.
Flash Code 112, PID 168, FMI 3: Internal Voltage Power Out Of
Range High
If the condition causing code 112 is intermittent, the code
will change from active to inactive status. Code 112 does not cause
the Engine Warning light to turn on. If Flash Code 112 is active,
troubleshoot charging system.
Possible Causes
* Vehicle voltage supply to the ECM is continuously more
than 15 volts. A defective alternator can cause excessive
voltage.
* ECM has an internal fault.
Flash Code 113, PID 168, FMI 4: Internal Voltage Power Out Of
Range Low
Code 113 does not turn the WARN ENGINE light on. If the
condition causing Code 113 to set is an intermittent condition, when
the condition is no longer present, the code status will change from
active to inactive.
Code 113 can be caused by consistently less than 8 volts
being applied to ECM terminals No. 37 and No. 57. This can be caused
by a defective alternator, low batteries, and/or increased resistance
in the battery feed circuits. If Flash Code 113 is active or NO
voltage is present to the ECM, see Figs. 68 - 71.
Flash Code 224, SID 254, FMI 2: KAM Corrupt

High or low battery power supply to ECM terminal No. 1 or an
internal ECM error can cause flash code 224. If Flash Code 224 is
active, see Figs. 68 - 71.
ENGINE CONTROL - DIESEL (NAVI

Fig. 68: Testing ECM Power Supply Circuits (1 Of 2)

Fig. 69: Testing ECM Power Supply Circuits (2 Of 2)

Fig. 70: Center Dash Relay Locations
Fig. 71: ECM Power Supply Wiring Diagram

TEST J: ENGINE COOLANT TEMPERATURE (ECT) SENSOR - FLASH CODES

114, 115, 321, 322 & 325
Signal Functions
The Navistar engine control system includes a Engine Coolant
Temperature (ECT) sensor. The ECM measures the ECT signal and uses
this information for Coolant Temperature Compensation and optional
high temperature warning and shut down systems.
Coolant Temperature Compensation is used to protect the
engine if the coolant temperature is too high. The ECM monitors the
ECT signal to determine the coolant temperature. If the coolant
reaches 214 F (101 C), the ECM will reduce the fuel delivery by 6
percent for each Celsius degree of temperature increase. If the
coolant temperature increases to 218 F (103 C), fuel quantity will be
reduced 3 percent for each Celsius degree of temperature increase.
Coolant Temperature Compensation can be programmed to be inoperative
in certain applications where full engine performance is required over
the protection of the engine.
On engines equipped with an engine warning system, the ECM
will activate the audible warning alarm and illuminate the Yellow
OIL/WATER warning light when the engine coolant temperature reaches
225 F (107 C).
On engines equipped with an engine shut down system, the ECM
will shut the engine off when the coolant temperature reaches 235 F
(113 C). The vehicle operator may restart the engine by turning the
ignition key off and then restarting it. Upon restart, the ECM will
allow the engine to run for an additional 30 seconds, before shutting
off the engine again.
The ECT sensor is a thermistor type sensor which changes
resistance when exposed to different temperatures. When the
temperature of the coolant is decreased, the resistance of the
thermistor increases which causes the signal voltage to increase. As
the temperature of the coolant is increased the resistance of the
thermistor decreases, which causes the signal voltage to decrease.
The ECT sensor is supplied a regulated 5 volt reference
voltage from ECM terminal No. 7. The sensor is grounded at terminal
"A" through the signal return, terminal No. 46, at the ECM. As the
coolant temperature increases or decreases, the sensor changes
resistance and provides the ECM with the coolant temperature signal
voltage at terminal No. 7 of the ECM. This signal voltage is then read
by the ECM to determine the temperature of the coolant. For harness
connector check values, see Fig. 72.
Fig. 72: ECT Sensor Harness Connector Values

An ECT signal that is detected out of range high or low by
the ECM will cause the ECM to ignore the ECT signal and assume an
engine coolant temperature of -20 F (-29 C) for starting and a
temperature of 180 F (82 C) for engine running conditions. If the
fault is no longer present, the ECM will once again return to normal
operation using the ECT signal for processing. The WARN lamp will also
be illuminated as long as the fault condition exists.
ECM Diagnostics
With the ignition key in the ON position, the ECM
continuously monitors the ECT circuit for expected voltages. If the
signal voltage is less than or more than expected the ECM will set a
fault code.
Faults in the ECT signal can be retrieved using the Self Test
Input Switch (STI) or the EST. If the fault is no longer present, it
will be stored as an Inactive Code.
Flash Code 114, PID, 110 FMI 4: ECT Signal Out Of Range Low
An out of range low code will be set if the ECM detects a
voltage less than .127 volts for more than 0.1 seconds. If this fault
is Active, the ECM will use the default value of 180 F (82 C).
A short to ground or a shorted or biased sensor may cause
code 114. See Figs. 73 and 74.
Flash Code 115, PID 110, FMI 3: ECT Signal Out Of Range High
An out of range high code will be set if the ECM detects a
voltage greater than 4.6 volts for more than 0.1 seconds. If this
fault is Active, the ECM will use the a default value of 180 F (82 C).
An open circuit, an open sensor, or a short to another
voltage source may cause code 115. See Figs. 73 and 74.
Flash Code 321, PID 110, FMI 0: ECT Above Warning Level
Code 321 will be set if the ECM detects engine coolant
temperature above 225 F (107 C). When this occurs, the ECM illuminates
the OIL/WATER warning light and sounds the audible alarm (if
equipped), alerting the operator that a potential for engine damage
exists.
If the temperature drops below 225 F (107 C), the code will
become inactive and the ECM will return to normal operation. See
Figs. 73 and 74.
Flash Code 322, PID 110, FMI 7: ECT Above Critical Level
Code 322 will be set if the ECM detects engine coolant
temperature above 235 F (113 C). When this occurs, the OIL/WATER
warning light illuminates and the audible alarm sounds (if equipped)
will alert the operator that the temperature is increasing (having set
code 321) indicating a potential for engine damage. With code 322
active, the engine will shut down. At the same time the code and
current engine hours will be recorded in the VPM as an Engine Event.
If the temperature drops below 235 F (113 C), the code will
become inactive and the ECM will return to normal operation. Should
the engine shut down, it can be restarted to move the vehicle to a
safe place. See Figs. 73 and 74.
Flash Code 325, PID 110, FMI 14: Power Reduced, Matched To
Cooling System Performance
Code 325 will be set if the cooling system temperature
exceeds 214 F (101 C). At this temperature, the ECM will reduce the
fuel delivered to the engine at or near the maximum demand level. For
each one Celsius degree of temperature the fuel will be reduced 6
percent. This reduces the heat produced by the engine thereby reducing
the burden on the engine cooling system. It will also slow the vehicle
speed encouraging the operator to downshift, thus increasing the
efficiency of the cooling system.
As the temperature is reduced the compensation level is

reduced until the temperature drops below 214 F (101 C) at which
normal operation is resumed. See Figs. 73 and 74.
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 5

Fig. 73: Testing Engine Coolant Temperature Sensor
Fig. 74: Engine Coolant Temperature Sensor Wiring Diagram
CourtesyCONTROL
ENGINE - DIESEL
corp. (p. 114)For Mauricio Cascante Grecia Alajuela C
TEST K: ENGINE DATA LINE (EDL) WITH ALLISON TRANSMISSION -
FLASH CODE 244
Signal Functions
Engine Data Line (EDL) output from the ECM controls the
Transmission Modulator Shift Solenoid Control Relay (403), which in
turn controls the Transmission Modulator Shift Solenoid (404).
The ECM is programmed with two shift schedules, Closed

Throttle Mode and Wide Open Throttle Mode. The Closed Throttle Mode
schedule for a transmission is for situations with a moderate engine
load. The transmission will shift at approximately 65 percent of
engine load. The Wide Open Throttle Mode shift schedule has shift
points that occur at 80 percent of engine load. This provides
increased power in heavy load situations for passing or faster
acceleration.
The ECM analyzes engine operating data and determines which

mode is most appropriate for current operation. The Allison
transmission uses EDL output from ECM connector (379) terminal No. 32
to select the most appropriate shift schedule depending upon engine
loads. When the engine is operating at less than the load shift point,
ignition voltage is not applied to the shift solenoid. When the ECM
commands a shift, the relay coil ground is opened by the ECM, which
de-energizes the relay, turning on the power to the shift solenoid,
causing it to shift.
When ECM terminal No. 32 is low (0 volts), the transmission
operates in the Closed Throttle Mode (normal shift schedule). When ECM
terminal No. 32 is high (12 volts), the transmission operates in the
Wide Open Throttle Mode.
Wide Open Throttle Mode Operation
In the Wide Open Throttle Mode, ECM terminal No. 32 is high
(12 volts) and the XMSN Shift Modulator (404) is energized. The
Transmission Modulator Shift Solenoid Control Relay (403) receives
ignition power at common terminal No. 30 and control coil terminal No.
86. When ECM terminal No. 32 is high (12 volts), circuits "97F" and
"92E" have 12V so the relay (403) does not energize. The ignition
power on circuit "92B" goes through the normally closed (N.C.)
contacts (30 to 87A) to the Transmission Modulator Shift Solenoid
(404), causing the shift solenoid to energize. See Fig. 81.
Closed Throttle Mode Operation
In the Closed Throttle Mode, ECM terminal No. 32 is low (0
volts) and Transmission Shift Modulator (404) is not energized. When
ECM terminal No. 32 is low (0 volts), circuit "97F" grounds the
Modulator Shift Control Relay control coil causing the relay to
energize, opening the normally closed (N.C.) contacts (30 to 87A) in
relay (403), turning off the power to the Transmission Modulator Shift
Solenoid (404), which is de-energized. See Fig. 81.
ECM Diagnostics
The ECM does not continuously monitor the EDL circuits. To
check these circuits, use the Pro-Link EST to perform the KOEO -
Output Circuit Checks (OCC).
Trouble Shooting
Ensure that the batteries are fully charged. Check battery
cables and grounds for clean, tight connections free from damage.
Voltage tests will give misleading readings if batteries are not fully
charged.
Inspect connectors for pushed back, loose or damaged (spread
or bent) terminals, or wires with cut strands etc. Wires and
connections must be free of damage or corrosion. When some connectors
corrode, a light White residue will be present that must be removed.
Inspect the suspect circuit grounds for clean, tight

connections free of any damage. To check harness connector circuits,
see Fig. 75

ENGINE
Fig. 75:CONTROL - DIESEL
Engine Data Line (NAVISTAR DT466EValues
Harness Connector & 530E)Article Text (p. 116)For Mauricio Cascante Grecia Alajuela C
Flash Code 244, SID 248, FMI 11: EDL OCC Fault
The OCC Test checks the Relay Control Coil circuits "97F",
"92D", "92E" and the relay control coil for opens or shorts (high or
low). If a defect is noted, Flash Code 244 will be set. The Engine
Warning light does not turn on. See Fig. 70.
Note that the ECM diagnostics DO NOT check the actual
operation of the Modulator Shift Solenoid Control relay (403) or the
Modulator Shift Solenoid (404). The ECM diagnostics also do not check
circuits "92B", "92C" or "92-G". For these reasons, it is possible for
the Allison Transmission Modulator Shift Solenoid not to function,
without a fault code. See Trouble Shooting.
If Flash code 244 is active or the transmission shift

modulator does not operate properly, see Figs. 76 - 81.
Fig. 76: Testing Engine Data Line Circuits


Fig. 77: Testing Voltage At Modulator Shift Solenoid
Fig. 78: Testing Modulator Solenoid Relay Circuits (1 Of 2)

Fig. 79: Testing Modulator Solenoid Relay Circuits (2 Of 2)
Fig. 80: Bench Testing Modulator Solenoid Relay
Fig. 81: Allison AT System Wiring Diagram

TEST L: ENGINE OIL PRESSURE (EOP) SENSOR - FLASH CODES 211,

212, 313 & 314
Signal Functions
The Engine Oil Pressure sensor is a variable capacitance
sensor. When pressure is applied to the sensor, the capacitance
changes in relation to the pressure.
The ECM supplies a regulated 5 volt signal to terminal "B" of

the EOP sensor from terminal No. 26 of the ECM. The EOP sensor is
supplied a signal return (ground) at terminal "A" to terminal No. 46
of the ECM.
During engine operation, oil pressure acting on the sensor

causes the sensor's capacitance to vary which changes the incoming 5
volt reference signal in relation to pressure. The sensor's oil
pressure signal at terminal "C" is sent to terminal No. 42 of the ECM.
This signal increases equally in proportion to an increase in pressure
up to a maximum of 38 psi (2.67 kg/cm ).
The Engine Oil Pressure sensor (EOP) is included in Navistar

engine control system only when a vehicle is equipped with either the
engine warning or optional Engine Shutdown engine monitoring system.
This is an optional feature which, when enabled, will warn driver of
low engine oil pressure condition and can be programmed to shut the
engine down.
The ECM measures the EOP signal to monitor the oil pressure
during engine operation. If the oil pressure drops below 5.0 psi (.35
kg/cm ) at 700 RPM, 10.0 psi (.70 kg/cm ) at 1400 RPM, or 20.0 psi (1.
4 kg/cm ) at 2000 RPM, the ECM will illuminate the Oil/Water Warn
Light and sound the audible warning alarm. If the vehicle is equipped
with the Engine Shutdown system and the oil pressure drops to 2.0 psi
(.14 kg/cm ) at 700 RPM, or 5.0 psi (.35 kg/cm ) at 1400 RPM or 12.0
psi (.84 kg/cm ) at 2000 RPM, the ECM will shut the engine off. To
check Engine Oil Pressure sensor harness circuits, see Fig. 82.
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article T

Fig. 82: Engine Oil Pressure Sensor Harness Connector Values

An EOP signal that is detected out of range high or low by
the ECM will cause the engine to ignore the EOP signal and disable
Engine Warning and Protection.
ECM Diagnostics
The ECM continuously monitors the signal from the EOP sensor
to ensure the signal is within the correct operating range. If the
signal is lower or higher than required, the ECM will set a fault
code. This fault code is retrieved using the EST, or by reading the
flash code using the STI diagnostic switch. If the ignition key is
off, the code will be stored as an inactive code.
During engine operation, the ECM also monitors the engine

speed signal. It compares the expected oil pressure specification
versus engine speed. If the ECM detects that the oil pressure is lower
for a given engine speed, the ECM will set a fault code. If the
pressure is lower than the "critical" level, the ECM will record a
fault code. The VPM will automatically record this as a low oil
pressure "Event" which is stored in the VPM memory and cannot be
erased using the EST. This becomes a record of operation of the
engine.
Flash Code 211, PID 100, FMI 4: EOP Signal Out Of Range Low
An out of range low code will be set if the ECM detects a
voltage less than .039 volts for more than 0.1 seconds. If this fault
code is set, the ECM will ignore the EOP signal and continue to
operate normally. If the fault is active, the ECM will illuminate the
Engine Warning light.
An open VREF feed, open signal circuit or a defective sensor
may cause code 211. See Figs. 83 - 85.
Flash Code 212, PID 100, FMI 3: EOP Signal Out Of Range High
An out of range high code will be set if the ECM detects a
voltage more than 4.9 volts for more than 0.1 seconds. If this fault
code is set, the ECM will ignore the EOP signal and continue to
operate normally. If this fault is active, the ECM will illuminate the
Engine Warning light.
An open signal return circuit, a short to a voltage source or

a defective sensor may cause code 212. See Figs. 83 - 85.
Flash Code 313, PID 100, FMI 1: EOP Signal Below Warning
Level
Code 313 indicates that the oil pressure has dropped below
the warning level. The specification for the warning level is 5.0 psi
(.35 kg/cm ) at 700 RPM, 10.0 psi (.70 kg/cm ) at 1400 RPM, or 20.0
psi (1.4 kg/cm ) at 2000 RPM.
A defective sensor sending an incorrect signal may cause code
313. To confirm this, compare actual oil pressure to the reading on
the data list of the EST. Low oil pressure due to defective mechanical
components will also set this code. See Figs. 83 - 85.
It may be possible to set this code at start-up, especially
if the oil was just changed, or after a rebuild until the oil system
is primed.
Flash Code 314, PID 100, FMI 7: EOP Signal Below Critical
Level
If flash code 314 is set, this indicates that the oil
pressure has dropped below the critical level. The specification for
the critical level is 2.0 psi (.14 kg/cm ) at 700 RPM, or 5.0 psi (.35
kg/cm ) at 1400 RPM or 12.0 psi (.84 kg/cm ) at 2000 RPM.
A defective sensor sending an incorrect signal may cause code
314. To confirm this, compare actual oil pressure to the reading on
the data list of the EST. Low oil pressure due to defective mechanical
components will also set this code. See Figs. 83 - 85.

Fig. 83: Testing Engine Oil Pressure Sensor (1 Of 2)
Fig. 84: Testing Engine Oil Pressure Sensor (2 Of 2)
Fig. 85: Engine Oil Pressure Sensor Wiring Diagram

TEST M: ENGINE OIL TEMPERATURE (EOT) SENSOR - FLASH CODES 311

& 312
Signal Functions
The Navistar engine control system includes a Engine Oil
Temperature (EOT) sensor. The ECM monitors engine oil temperature via
the EOT sensor signal to control fuel quantity and timing throughout
the operating range of the engine. The EOT signal allows the ECM to
compensate for oil viscosity variations due to temperature changes in
the operating environment. This insures that adequate power and torque
are available under all operating conditions.
The EOT sensor is a thermistor type sensor that has a
variable resistance which changes when exposed to different
temperatures. When interfaced with the ECM, it produces a 0 to 5 volt
analog signal that indicates temperature.
When the temperature of the oil is decreased the resistance

of the thermistor increases which causes the signal voltage to
increase. As the temperature of the oil is increased, the resistance
of the thermistor decreases, causing the signal voltage to decrease.
The EOT sensor is supplied a regulated 5 volt reference

signal at terminal "B" from ECM terminal No. 14. A return circuit
(ground) is supplied at terminal "A"from ECM terminal No. 46. As the
oil temperature increases or decreases, the sensor changes resistance
and provides the ECM with the oil temperature signal voltage at
terminal No. 14. This signal voltage is then read by the ECM to
determine the temperature of the oil. To check engine oil temperature
sensor harness circuits, see Fig. 86.

Fig. 86: Engine Oil Temperature Sensor Harness Connector Values

An EOT signal that is detected out of range high or low by
the ECM will cause the ECM to ignore the EOT signal and default to the
engine coolant temperature (ECT) sensor. The WARN engine lamp will
also be illuminated as long as the fault condition exists. If both the
EOT and ECT sensors are not functioning, the ECM will assume a 212 F
(100 C) value for engine oil temperature.
ECM Diagnostics
continuously monitors the EOT signal to determine if it is within
expected values. If the signal voltage is above or below the expected
levels, the ECM will set a fault code.
If the ECM detects a fault, it will use the value of the ECT
signal, in place of the EOT signal. If the ECT sensor is not sending a
correct signal, the ECM will default to 29 F (-1.7 C) for starting or
212 F (100 C) for engine running operation.
EOT sensor faults can be retrieved using the EST or by
reading the flash codes from the warning light using the STI
diagnostic switch located on the vehicle dash. If the ignition key is
in the OFF position, the code will become an Inactive code. EOT codes
will cause the Engine Warning light to be illuminated.
Flash Code 311, PID 175, FMI 4: EOT Signal Out Of Range Low
Code 311 out of range low, will be set if the signal voltage
was less than 0.2 volts for more than 0.1 seconds. If this code is
set, the ECM will default to ECT temperature or a default value of -
4 F (-20 C) for starting or 212 F (100 C) for engine running
operation. This code will cause the ECM to illuminate the Engine
Warning light.
Code 311 may be set due to a short to ground in the signal
circuit or a defective sensor. See Figs. 87 and 88.
Flash Code 312, PID 175, FMI 3: EOT Signal Out Of Range High
Code 312, out of range high, will be set if the signal
voltage is more than 4.8 volts for more than 0.1 seconds. If this code
is set, the ECM will default to ECT temperature or a default value of
-4 F (-20 C) for starting or 212 F (100 C) for engine running
operation. This code will cause the ECM to illuminate the Engine
Warning light.
Code 312 may be set due to an open signal circuit between the
ECM and the sensor or a short to a voltage source. A defective sensor
may also cause code 312 to be set. See Figs. 87 and 88.
Fig. 87: Testing Engine Oil Temperature Sensor

Fig. 88:CONTROL
ENGINE Engine Oil Temperature
- DIESEL Sensor
(NAVISTAR Wiring&Diagram
DT466E 530E)Article Text (p. 132)For Mauricio Cascante Grecia Alajuela C
TEST N: INTAKE AIR TEMPERATURE (IAT) SENSOR - FLASH CODES 154

& 155
Signal Functions
The Navistar engine control system includes an Intake Air
Temperature Sensor (IAT). The IAT Sensor is a thermistor type sensor
which changes resistance when exposed to different air temperatures.
When the temperature of the intake air decreases, the resistance of
thermistor increases which causes the signal voltage to increase. When
the air temperature increases, the resistance of the thermistor
decreases causing the signal voltage to decrease.
The IAT sensor is supplied a regulated 5 volt reference
signal at terminal "B" from ECM terminal No. 25. A return circuit
(ground) is supplied at terminal "A" from the ECM terminal No. 46. As
the air temperature increases or decreases, the sensor changes
resistance and provides the ECM with the air temperature signal
voltage reading at terminal No. 25.
The ECM measures the signal from the IAT sensor to determine
the temperature of the air entering the engine. The ECM uses this data
to adjust timing and fuel rate for starting in cold weather to limit
smoke emissions.
An IAT signal that is detected out of range high or low by
the ECM will cause the engine to ignore the IAT signal, and assume an
ambient temperature of 77 F (25 C).
ECM Diagnostics
continuously monitors the IAT signal to determine if it is within
expected values. If the signal voltage is above or below the expected
levels, the ECM will set a fault code.
If the IAT sensor is not sending a correct signal, the ECM
will default to 77 F (25 C).
IAT faults can be retrieved using the EST or by reading the
flash codes from the warning light using the STI diagnostic switch
located on the vehicle dash. If the ignition key is in the OFF
position, the code will become an Inactive code. IAT codes will cause
the Engine Warning light to be illuminated. To check intake air
temperature sensor circuits, see Fig. 89
ENGINE CONTROL - DIESEL (NAVISTAR D

Fig. 89: IAT Sensor Harness Connector Values

Flash Code 154, PID 171, FMI 4: IAT Signal Out Of Range Low
An out of range low code will be set if the ECM detects the
signal voltage to be less than .127 volts for more than 0.2 seconds.
If this fault is active, the ECM will default to a value of 77 F
(25 C) for starting.
Code 154 may be set due to a short to ground in the signal

circuit or a defective sensor. See Figs. 90 and 91.
Flash Code 155, PID 171, FMI 3: IAT Signal Out Of Range High
An out of range high code will be set if the ECM detects the
signal voltage to be more than 4.6 volts for more than 0.2 seconds. If
this fault is active, the ECM will default to a value of 77 F (25 C)
for starting.
Code 155 may be set due to an open signal circuit between the
ECM and the sensor or a short to a voltage source. A defective sensor
may also cause code 155 to be set. See Figs. 90 and 91.
Fig. 90: Testing Intake Air Temperature Sensor

Fig. 91: Intake Air Temperature Sensor Wiring Diagram
TEST O: INJECTION CONTROL PRESSURE (ICP) SENSOR - FLASH CODES

124, 125 & 332
Signal Functions
ENGINE CONTROL - DIESEL
The Navistar (NAVISTAR
engine DT466E
control system & 530E)Article
includes Text (p. 136)For Mauricio Cascante Grecia Alajuela C
an Injection
Control Pressure Sensor. The ECM measures the signal from the ICP
sensor to determine the Injection Control Pressure as the engine is
running to modulate the Injection Control Pressure Regulator. This is
a closed loop function which means the ECM continuously monitors and
adjusts for ideal Injection Control Pressure determined by operating
conditions such as load, speed, and temperature.
The ECM monitors the ICP signal to determine if the
performance of the hydraulic system is satisfactory. During engine
operation, if the ECM recognizes that the pressure reading is lower or
higher than the value that was commanded, the ECM will set a fault
code. This strategy is also used during the On Demand tests, commanded
by the EST and referred to as the Engine Running tests.
The ICP Sensor is a variable capacitance sensor that is
supplied with a 5 volt reference voltage at terminal "B" by the ECM
from terminal No. 26. The ICP sensor is also supplied with a return
circuit (ground) at terminal "A" from ECM terminal No. 46. The ICP
sensor sends a signal from terminal "C" of the sensor to ECM terminal
No. 27.
The ICP signal voltage increases or decreases equally in
proportion to an increase or decrease in injection control pressure.
To check intake air temperature sensor circuits, see Fig. 92.
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)A

Fig. 92: Injection Control Pressure Sensor Harness Connector Values

Courtesy of navistar interntional corp.
If the ECM detects a malfunctioning ICP sensor, the WARN lamp
will illuminate. The ECM will go to open loop control of injection
control pressure. Operate from an estimated ICP pressure.
ECM Diagnostics
The ECM continuously monitors the signal of the ICP sensor to
determine if the signal is within an expected range. If the signal
voltage is higher or lower than expected, the ECM will set a fault
code. The ECM will then ignore the ICP sensor signal and will use a
preset value determined by engine operating conditions. If the
ignition key is in the OFF position, the code will become an Inactive
code.
ICP faults can be retrieved using the EST or by reading the

flash codes from the warning light using the STI diagnostic switch
located on the vehicle dash.
If the ignition key is in the OFF position, the code will
become an Inactive code. ICP codes will cause the Engine Warning light
to be illuminated.
Flash Code 124, PID 164, FMI 4: ICP Signal Out Of Range Low
An out of range low code 124 will be set by the ECM if the
signal voltage is less than .039 volts for more than 1.0 seconds.
Code 124 may be set due to an open or short to ground on the
signal circuit, a defective sensor or an open VREF circuit. See
Figs. 93 - 95.
Flash Code 125, PID 164, FMI 3: ICP Signal Out Of Range High
An out of range high code 125 will be set by the ECM if the
signal voltage is greater than 4.9 volts for more than 1.0 seconds.
An open return circuit, short to a voltage source on the ICP

signal circuit or a defective sensor may set code 125. See Figs. 93 -
95.
Flash Code 332, PID 164, FMI 13: ICP Above Specification With
Engine Off
The ECM will set code 332, if the signal from the ICP sensor
is higher than expected with the engine not running. If the ECM
detects this fault, the ECM will ignore the ICP signal and will
operate the IPR with fixed values determined from engine operating
conditions.
A defective sensor or a biased circuit may cause code 332.

See Figs. 93 - 95.

Fig. 93: Testing Injection Control Pressure Sensor (1 Of 2)

Fig. 94: Testing Injection Control Pressure Sensor (2 Of 2)
Fig. 95: Injection Control Pressure Sensor Wiring Diagram

TEST P: INJECTOR DRIVER MODULE (IDM) POWER SUPPLY - FLASH

CODES 243, 522 & 523
Circuit Functions
The IDM receives switched 12 volt operating power, with the
key on, from the IDM power relay. Turning the key to ON position
energizes the ECM power relay causing 12 volt battery power to be
applied to the IDM relay coil. The IDM relay is enabled when the coil
is grounded through ECM terminal No. 33. With the relay energized
(enabled), battery power is applied to the IDM at terminal No. 14. See
Fig. 70.
The IDM Power Relay acts as an ON-OFF switch that the ECM
uses to turn the IDM on and off. The IDM PWR relay (396) controls
battery power to the Injector Driver Module (IDM) through connector
(380) terminal No. 14. Battery power is available at all times to
relay connector (396) at terminal No. 30. The feed circuit is
protected by "15A", No. 2 ECM PWR fuse.
When the key switch is turned to ON position, power from ECM
PWR relay (395) is applied to the IDM PWR relay control coil at
terminal No. 85. The IDM relay control coil ground circuit (97AH) is
connected to ECM connector (379) terminal No. 33. The ECM switches ECM
terminal No. 33 between 0 and 12 volts to enable or disable the IDM
relay. When terminal No. 33 is at 0 volts, the IDM relay energizes.
When the IDM PWR relay is energized, battery power passes
through the normally open relay contacts (30 to 87) and on circuit
"97AG" to connector (380) terminal No. 14 (IDM VIGN). The IDM power
ground is from IDM terminal No. 26, through circuit "97-GM" to the
negative battery terminal.
If the IDM is not powered, the engine will not run. To check
injector driver module harness circuits, see Fig. 96.

Fig. 96: Injector Driver Module Power Relay Harness Connector Values
The IDM power circuits are not continuously monitored. If the
circuit is not operating the engine will not run. The ECM uses the
Output Circuit Check (OCC) initiated during a Standard Test to test
the IDM relay control coil circuits for opens or shorts (high and
low). On each power up the IDM performs a self check. If internal
faults are detected, a fault code will be set during a Engine Standard
Test.
ECM Diagnostics
The ECM uses the Output Circuit Check (OCC) to test the IDM
relay control coil circuit for short circuits (high or low) and opens
in the circuit. Use the Pro-Link EST to perform the OCC test. When the
test is complete, the Pro-Link will indicate if there were faults
detected and what the Flash Code number is.
Trouble Shooting
Ensure batteries are fully charged. Check battery cables and
grounds for clean, tight connections free of damage and corrosion.
Voltage tests will give misleading readings if batteries are not fully
charged. Inspect connectors for pushed back, loose or damaged (spread
or bent) terminals, or wires with cut strands, etc. Wires and
corrode, a light White residue is present that must be removed.
Inspect suspect circuit grounds for clean, tight connections, free of
damage.
The test included in this section systematically checks the
entire IDM Power Relay System. Flash Codes 243, 253, 523, 541 or 543
may also set when code 243 is set. See
TEST H: ECM-IDM COMMUNICATIONS - FLASH CODES 242, 253, 531, 532, 541 &
543.
If the IDM has detected an internal fault, code 522 will set.
If Flash Code 522 is active, and no other faults are present, replace
IDM.
Flash Code 243, SID 37, FMI 11: IDM Power Relay OCC Self Test
Failed
If the IDM detects a fault in the IDM circuit during the OCC
test, Flash Code 243 will be set. This indicates that circuit "97AH"
is shorted (high or low) or open or no power is present in circuit
"97CT" to energize the IDM relay.
When Flash Code 243 occurs, it can also cause Flash Codes
253, 523, 541 or 543 to be set. Flash codes 253, 523, 541, and 543 can
be caused by several conditions. This section only discusses the IDM
POWER RELAY circuits that could cause the codes to set. See Figs. 97 -
99.
Flash Code 523, SID 233, FMI 4: IDM Power Voltage Low
Code 523 can be caused by faulty IDM PWR Relay control
circuit (will cause code 243 to set when performing an OCC test),
excessive voltage drop in circuit "97AG", low voltage in "97CP" to the
IDM PWR, relay from No. 2 ECM fuse or a defective IDM PWR Relay. See
Figs. 97 - 99.

Fig. 97: Testing Injector Driver Module Circuit (1 Of 2)

Fig. 98: Testing Injector Driver Module Circuit (2 Of 2)
Fig. 99: Injector Driver Module Power Supply Wiring Diagram

TEST Q: INJECTOR DRIVER CIRCUIT OPERATION - FLASH CODES 421,

422, 423, 424, 425, 426, 431, 432, 433, 434, 435,
436, 441, 442, 443, 444, 445, 446, 451, 452, 453,
454, 455, 456, 511, 512, 513, 514, 515, 521, 524,
544 & 545
Signal Functions
The Navistar engine control system includes an ECM
(Electronic Control Module) and an IDM (Injector Driver Module). The
ECM provides the IDM with two important output signals which control
fuel injector operation. The ECM uses the fuel quantity control
strategy and input from the engine sensors to determine how long each
fuel injector is actuated in order to provide the proper fuel quantity
at any given engine operating condition. The ECM determines and
provides a fuel output signal, FDCS (Fuel Demand Command Signal), by
combining the desired length of each injection with the result of the
injection timing control strategy which determines when each injection
will occur. The second output signal, (CI) Cylinder Identification,
enables the IDM to determine the correct injector firing order.
The IDM processes the FDCS and CI signals sent by the ECM to
control injector operation. It amplifies the FDCS signal to make it
powerful enough to operate the injectors and distributes it to each
injector according to the CI signal.
The IDM contains two solid state high side drivers. Each
driver supplies a continuous 115 volts DC. Bank 1 driver supplies
cylinders No. 1 through No. 3 with 115 volts at terminal No. 24 of the
IDM to terminal "A" of the valve cover connector. Bank 2 driver
supplies cylinders No. 4 through No. 6 at terminal No. 23 of the IDM
to terminal "L" of the valve cover connector. The IDM turns each
injector on by switching on a solid state device (Low Side Driver) to
ground the injector solenoid return circuit. The IDM contains a low
side driver for each of the injectors.
* High Side Driver Outputs - The high side drive output

function is to supply to the injectors a power supply of 115
volt DC at a maximum of 10 amps. There are two separate high
side drivers. One for the front three injectors (cylinders
No. 1, No. 2 and No. 3) and one for the rear three injectors
(cylinders No. 4, No. 5 and No. 6).
* Low Side Drive Outputs - The low side drive outputs control
the injector on time (fuel quantity), timing (in relation to
TDC) and sequencing (firing order). The IDM controls (fires)
each individual injector by completing the ground circuit
to each injector solenoid. A valid Cylinder Identification
(CI) and Fuel Demand Command Signal (FDCS) must be
sent from the ECM to the IDM before an injector will
be allowed to fire.
* To check injector driver circuits harness values, see
Fig. 100.
Fig. 100: Injector Driver Circuit Harness Connector Values

The Injector Driver Module (IDM) is capable of detecting,
while the engine is running, individual injector open and shorts to
either ground or battery. It is also capable of detecting high side
opens or shorts to ground. A special On-Demand Buzz test will also
allow the operator to enable all injector solenoids while the engine
is off to verify circuit operation.
IDM detected diagnostic fault codes will not be transmitted
if the EF line is not functioning, however, the engine will function
normally.
If a short to ground condition is detected on an individual

injector, (low side), the IDM will discontinue the power to the bank
with the shorted injector, enable the WARN engine lamp and operate the
engine on three cylinders.
IDM Diagnostics
The IDM monitors the voltage on the driver circuits and is
capable of detecting an open or shorted circuit. If the IDM detects a
short to ground or a multiple fault in a driver, the IDM will
discontinue operation of that driver which would cause the engine to
operate on the remaining bank of 3 cylinders. The IDM will transmit a
message to the ECM that a fault has been detected. The ECM will
respond by illuminating the WARN ENGINE light and compensating for
inoperative cylinders to keep the engine running if mechanically
possible.
Faults detected by the IDM will be stored in the IDM and

transmitted to the ECM during an "Engine Off Standard Test". These
faults will be transmitted as Inactive faults. Faults can be retrieved
using the EST or the STI Self Test Input Diagnostic Switch located on
the vehicle dash.
NOTE: The last digit of the flash code indicates the affected
cylinder number. For example, code 421 indicates cylinder No.
1 has an open circuit between the IDM high side driver and
the low side (signal return) to the IDM. The SID No. 1 - No.
6, indicate cylinder numbers in a similar manner.
Flash Codes 421-426, SID 1-6, FMI 5: Low Side-To-High Side

Open
Flash Codes for Low Side to High Side Open indicates an open
circuit between the IDM high side driver and the low side (Signal
return) to the IDM.
The ECM will compensate for engine misfire to keep the engine
operating. The ECM will not illuminate the Engine Warning light when
this situation occurs. An open wire in injector harness, or open
injector return circuit or injector solenoid may cause these codes.
See Figs. 101 - 103.
Flash Code 431-436, SID 1-6, FMI 4: Low Side Shorted To High
Side
Flash codes for Low Side Shorted to High Side indicate the
return voltage is too high due to a short circuit between the high
side driver and return circuit.
The ECM will compensate for engine misfire to keep the engine
operating. The ECM will not illuminate the Engine Warning light when
this situation occurs. A shorted injector solenoid or wiring harness
may cause these codes. See Figs. 101 - 103.
Flash Code 441-446, SID 1-6, FMI 3: Low Side Shorted To VBAT
Low Side Shorted to VBAT indicates the IDM has detected
continuous battery voltage on the signal return circuit. The ECM will
compensate for engine misfire to keep the engine operating. The ECM
will not illuminate the Engine Warning light when this situation
occurs.
A short circuit in the injector wiring harness will set these
codes. See Figs. 101 - 103.
Flash Code 451-456, SID 1-6, FMI 6: Low Side Shorted To
Ground
Flash codes for Low Side Shorted to Ground indicate the
return circuit shorted to ground. If the IDM detects this fault, it ENGINE CONTROL - DIESEL (NAVIST
will disable the entire bank of cylinders associated with the cylinder
indicated.
A shorted injector solenoid or wiring harness to ground may
cause these codes. See Figs. 101 - 103.
Flash Code 511, SID 151, FMI 11: Bank No. 1 Has Multiple
Faults
Multiple Faults indicates more than one fault was detected by
the IDM, such as an open and a short circuit in cylinders No. 1
through No. 3.
With flash code 511 active, the IDM will disable the drivers
for cylinders No. 1 through No. 3. The ECM will compensate for misfire
to keep the engine operating and will illuminate the WARN ENGINE
light. See Figs. 101 - 103.
Flash Code 512, SID 152, FMI 11: Bank No. 2 Has Multiple
Faults
Multiple Faults indicates more than one fault was detected by
the IDM, such as an open and a short circuit in cylinders No. 4
through No. 6.
With flash code 512 active, the IDM will disable the drivers
for cylinders No. 4 through No. 6. The ECM will compensate for misfire
to keep the engine operating and will illuminate the WARN ENGINE
Flash Code 513, SID 151, FMI 5: High Side To Bank No. 1 Open
With the High Side to Bank No. 1 Open, the IDM has detected
an open circuit to the injectors on cylinders No. 1 through No. 3.
With flash code 513 active, the drivers for cylinders No. 1
through No. 3 are inoperative. The ECM will compensate for misfire to
keep the engine operating and will illuminate the Engine Warning
Flash Code 514, SID 152, FMI 5: High Side To Bank No. 2 Open
With the High Side to Bank 2 Open, the IDM has detected an
open circuit to the injectors on cylinders No. 4 through No. 6.
With flash code 513 active, the drivers for cylinders No. 4
through No. 6 are inoperative. The ECM will compensate for misfire to
keep the engine operating and will illuminate the Engine Warning
Flash Code 515, SID 151, FMI 6: Bank No. 1 High Side Short To
Ground Or VBAT
Flash code 515 indicates the IDM has detected the high side
driver for cylinders No. 1 through No. 3 have excessive current draw.
With flash code 515 active, the driver for cylinders No. 1
through No. 3 will be disabled. The ECM will compensate for engine
misfire to keep the engine running. This code will cause the Engine
Warning light to be illuminated. See Figs. 101 - 103.
Flash Code 521, SID 152, FMI 6: Bank No. 2 High Side Short To
Ground Or VBAT
Flash code 521 indicates the IDM has detected excessive
current draw on high side driver for cylinders No. 4 through No. 6.
With flash code 521 active, the driver for cylinders No. 4
through No. 6 will be disabled. The ECM will compensate for engine
misfire to keep the engine operating and will illuminate the Engine
Warning light. See Figs. 101 - 103.
Flash Code 524, SID 151, FMI 3: Both High Side Switches
Shorted Together
Flash code 524 indicates a short circuit between the two high
side drivers. With this code active, the Engine Warning light will be
illuminated. See Figs. 101 - 103. ENGINE CONTROL - DIESEL (NAVIST
Flash Code 544, SID 152, FMI 14: Injector Fault Bank No. 2
Flash code 544 indicates ECM has detected more than one
injector in Bank No. 2 with low voltage. See Figs. 101 - 103.
Flash Code 545, SID 151, FMI 14: Injector Fault Bank No. 1
Flash code 545 indicates ECM has detected more than one
injector in Bank No. 1 with low voltage. See Figs. 101 - 103.
Fig. 101: Testing Injector Driver Circuits (1 Of 2)

ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Text (p. 15

Fig. 102: Testing Injector Driver Circuits (2 Of 2)
Fig. 103: Injector Driver Circuit Wiring Diagram

TEST R: INJECTION PRESSURE REGULATOR (IPR) - FLASH CODES 241,

331 & 333
Signal Functions
The Navistar engine control system includes a Injection
Pressure Regulator (IPR) valve that controls oil pressure in the high
pressure injection control system which is used to actuate the
injectors. The IPR valve consists of a solenoid, poppet and spool
valve assembly and is mounted in the high pressure oil pump. The ECM
regulates injection control pressure by controlling the duty cycle or
(On-Off time) of the injection control pressure solenoid. this
increase or decrease of "On-Off" time positions a poppet valve and
spool valve internal to the IPR, which in turn either maintains
pressure in the injection control pressure system or vents pressure to
the oil sump via the front cover.
The IPR valve is supplied with voltage at terminal "A" of the
IPR connector when the ignition key is in the ON position through fuse
"F5". Control of the injection control system is accomplished by the
ECM grounding the IPR circuit from terminal "B" of the IPR valve
through pin No. 21 of the ECM. See Fig. 104. Precise control is
accomplished by varying the pulse width or percentage of "On-Off" time
of the IPR solenoid. The frequency of the pulse width to the IPR is
400 Hz, normal "On-Off" times varies from 8-50 percent. A high duty
cycle indicates a high amount of injection control pressure being
commanded, a low duty cycle is an indication of less pressure being
commanded.
NOTE: The engine will not operate with a non-functioning IPR

circuit.
An open or a short to ground control circuit can be detected

by an on demand output circuit check performed during the engine off
test.
The ECM is capable of detecting, while the engine is running,
if desired injection control pressure is equal to measured injection
control pressure. If the measured injection control pressure does not
reasonably compare to the desired injection control pressure, the ECM
ignores the measured ICP signal and attempts to control the engine
with the desired value. (If the problem was in the sensor circuit,
this strategy causes little performance deterioration, if the problem
is in the control circuit, engine performance will probably still be
unsatisfactory).
The engine running test during the injection control pressure

step test can detect a faulty IPR or problem with the high-pressure
oil system. During this test, the ECM commands and measures two
specific preprogrammed pressures. A fault code is set if the pressures
can not be maintained.
ECM Diagnostics
The ECM monitors the Injection Control Pressure while the
engine is in operation. If the actual pressure is greater or less than
the desired pressure, the ECM will set a fault code. When this occurs,
the ECM will ignore the ICP sensor and control the engine using
preprogrammed values for the IPR.
The EST is used to perform the Engine Running Standard Test
which enables the ECM to vary the command signal to the IPR and
monitor the performance of the Injection Control Pressure system. If
the system does not respond within the specified parameters, the ECM
will set a fault code.
Fault codes can be retrieved using the EST or the Self Test
Input diagnostic switch located on the vehicle dash. If the ignition
key is in the OFF position, the code will be stored as an Inactive
code. To check injection control pressure harness circuits, see
Fig. 104.
ENGINE CONTROL
Fig. 104: - DIESEL
Injection (NAVISTAR
Control DT466E &
Pressure Harness 530E)Article
Connector Text
Values (p. 157)For Mauricio Cascante Grecia Alajuela C
Fault Code 241, SID 42, FMI 11: ICP OCC Self Test Failed
Code 241 is set only during the Engine Off Standard Output
Circuit Check. This test indicates the ECM has performed an output
circuit test, measured voltage drop across the IPR circuit and
determined it is below or above specification.
If this fault is present, the engine will not run. The ECM
will not illuminate the Engine Warning light if this code is active,
however, this code will be transmitted at the completion of the Output
Circuit Check, using the STI switch or the EST. For code 241 testing,
see Figs. 105 - 107.
Possible Causes
* Open feed circuit or fuse to the IPR.

* Open IPR solenoid.
* Open or shorted IPR signal circuit.
Flash Code 331, PID 164, FMI 0: ICP Above System Working
Range
Code 331 indicates the ECM has detected injection control
pressure greater than 3675 psi (258 cm/kg ) which is greater than the
maximum allowable working pressure.
When this code is active, the ECM will illuminate the Engine
Warning light. For code 331 testing, see Figs. 105 - 107.
Possible Causes
* Incorrect ICP signal due to faulty circuits or sensor.
* Grounded IPR signal circuit.
* Malfunction in the injection control pressure system.
* Sticking or blocked IPR valve.
Flash Code 333, PID 164, FMI 10: ICP Above/Below Desired
Level
Code 333 may be set during normal engine operation through
the continuous monitor function or during the Engine Running Standard
Test. It indicates the measured pressure does not match the expected
value. The ECM will illuminate the Engine Warning light.
When this code is active, the ECM will ignore the ICP sensor
signal and will control the IPR from programmed values to keep the
engine operating. Perform ICP sensor diagnostics to determine if the
problem exists in the ICP sensor/circuit. If diagnostic testing
indicates the ICP sensor/circuit is functioning properly, perform
additional diagnostic tests on the injection control pressure system.
See INJECTION CONTROL PRESSURE under HARD START/NO START DIAGNOSTICS.
For code 333 testing, see Figs. 105 - 107.
Possible Causes
* Incorrect ICP signal due to circuit or sensor malfunctions.

* IPR signal circuit may be grounded or contain excessive
resistance.
* IPR valve may be sticking or blocked.
* Injection control pressure system may not be functioning
properly.

Fig. 105: Testing Injection Control Pressure Circuits (1 Of 2)

Fig. 106: Testing Injection Control Pressure Circuits (2 Of 2)
Fig. 107: Injection Control Pressure Circuit Wiring Diagram

TEST S: KEEP ALIVE MEMORY (KAM) POWER & VPM BATTERY POWER
CIRCUIT - FLASH CODES 224 & 615
Circuit Operation
The ECM has information stored in volatile memory, which is
erased or lost when power is disconnected from the module. This memory
is referred to as Keep Alive Memory (KAM). The ECM stores historical
diagnostic information from previous engine operating cycles, learned
limits from certain engine and vehicle sensors and programmable
parameters sent from the VPM.
The VPM utilizes the KAM power circuit to remain powered for
at least 30 minutes after each key off cycle to record accumulator
values for vehicle miles, hours and fuel used.
ECM KAM & VPM Battery Power

The ECM KAM circuit "97J" provides battery power from the
positive battery terminal through ECM connector 379 to ECM terminal
No. 1 at all times. The circuit is protected by 15 amp, No. 1 ECM PWR
fuse, which also supplies power to the VPM, VBAT terminal No. 8. The
KAM stores fault codes and operating constants between engine starts.
To check KAM PWR harness circuits, see Fig. 108.
Fig. 108: KAM Harness Connector Values

ENGINE
Courtesy of navistar international CONTROL -
corp. DIESEL (NAVISTAR DT466E & 530E)Article Text (p. 162)Fo
KAM Power
During normal vehicle operation, the ECM performs certain
tests. When the key is turned on, the ECM performs the Start-Up KAM
Test to test its Keep-Alive Memory. The test is performed once each
time the key is turned on or the ECM resets.
The ECM performs a test to determine if the memory is working
properly, but a lack of battery power to ECM terminal No. 1 can cause
fault code(s) 224 and 653 to be set. When power to KAM has been
disrupted, inactive fault codes will be lost.
VBAT Power To VPM

If battery power is not present to VPM terminal No. 8, no
fault code will be set. The symptoms will include inaccurate
accumulator totals in VPM memory. See
TEST W: VEHICLE PERSONALITY MODULE - FLASH CODES 613, 614, 615, 621,
622, 623, 634, 635, 641, 642, 643, 644, 645, 651, 652, 653 & 654 in
this section for flash codes that may be caused by no VBAT power to
the VPM. To test circuit, see Fig. 109.
Fig. 109: Testing VBAT Power To VPM Terminal No. 8

On every power up, KAM memory in the ECM is checked by the
processor to determine if any information in memory has been lost or
can be stored correctly. A fault code will be set if power has been
disconnected, information sent from the VPM does not agree with the
last power up or if the memory internal to the ECM is defective.
There is no fault detection for loss of KAM power to the VPM,

however, the VPM will be unable to communicate with the EST when the
ignition key is in the OFF position.
Trouble Shooting
Ensure batteries are fully charged. Check battery connections
and grounds for clean, tight connectionsENGINE
free ofCONTROL - DIESEL
damage. Voltage (NAVISTAR DT466E & 530E)Article Te
tests
will give misleading readings if batteries are not fully charged.
Before troubleshooting a particular circuit, inspect
connectors for pushed back, loose or damaged (spread or bent)
terminals, or wires with cut strands, etc. Wires and connections must
be free of damage or corrosion. When some connectors corrode, a light
White residue will be present that must be removed.
Inspect suspect circuit grounds for clean, tight connections,
free of damage or corrosion.
If Flash code 224 or 653 is active, perform KAM POWER TO ECM
test. See Figs. 110 and 111. If the ECM is powered, the fuse does not
need to be checked as the same fuse feeds the ECM.
Flash Code 224, SID 254, FMI 2: KAM Corrupt
NOTE: Conditions causing Flash Code 224 can also cause Flash Code
615 or 653 to occur.
Possible Causes
NOTE: Note that if the battery cable has been disconnected, on the
next key ON cycle, code 224 will be present, indicating that
the KAM memory has lost power. The code will change to
inactive status on the next key cycle.
* Short or open in KAM circuit. High or low voltage to
ECM terminal No. 1 from the KAM battery supply circuits.
* Faulty KAM memory in the ECM.
Corrupt Fault
If flash code 615 occurs when the KAM power supply to the ECM
is good, then the KAM memory is defective. See
TEST G: ECM SELF DIAGNOSTICS - FLASH CODES 111, 254, 255, 615, 625,
631 & 632.

Fig. 110: Testing KAM Power To ECM
Fig. 111: KAM & VPM Battery Power Circuit Wiring

TEST T: MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR - FLASH CODES

121, 122 & 123
Signal Functions
The Navistar engine control system includes a Manifold
Absolute Pressure (MAP) sensor. The ECM measures the signal from the
MAP sensor to determine intake manifold (Boost) pressure. From this
information, the ECM can optimize control of fuel rate and injection
timing for all engine operating conditions.
The Manifold Absolute Pressure sensor is a variable
capacitance sensor that produces a digital frequency signal output.
The MAP sensor is supplied 5 volts from the ECM at terminal No. 26 to
terminal "B" of the sensor. A return circuit (ground) is supplied from
ECM terminal No. 46 to terminal "A" of the sensor. The sensor receives
intake manifold boost pressure via a hose which connects to a tap on
the intake manifold to the MAP sensor. Pressure applied to the MAP
sensor changes the capacitance of the sensor which varies the digital
frequency of the signal sent to the ECM. As boost pressure increases
the frequency increases.
The MAP signal is used to control smoke by limiting fuel

quantity during acceleration until a specified boost pressure is
obtained. Dynamic Injection Timing optimizes injection timing for
boost pressure measured.
ECM Diagnostics
The ECM monitors the MAP sensor output signal for expected
values. If the ECM detects the MAP signal is greater than or less than
the desired value, the ECM will set a fault code.
If an active MAP sensor fault code is set, the ECM will

ignore the MAP signal. It will operate the engine using programmed
default values. Active faults for the MAP sensor will cause the ECM to
illuminate the Engine Warning light. These faults can be retrieved
using the Self Test Input diagnostic switch located on the vehicle
dash or the EST. If the ignition key is turned off, the fault code
will be stored as an Inactive code. To check MAP sensor harness
circuits, see Fig. 112
ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article

Fig. 112: MAP Sensor Harness Connector Values

Flash Code 121, PID 102, FMI 8: MAP Frequency Out Of Range
High
Code 121 will be set if the ECM detects a frequency greater
than 256 Hz for more than 0.1 seconds in the MAP signal.
If code 121 is active, the ECM will ignore the MAP signal and
operate the engine using programmed default values. The ECM will
illuminate the Engine Warning light when this code is active.
Excessive high frequency noise in the MAP signal will cause
this code to be set. See Figs. 113 and 114.
Flash Code 122, PID 102, FMI 11: MAP Signal Is Inactive
Code 122 will be set if the ECM detects a frequency less than
90 Hz or an inactive MAP signal for more than 0.25 seconds.
When code 122 is active, the ECM will ignore the MAP signal
and operate the engine using programmed default values. The ECM will
illuminate the Engine Warning light when this code is set.
A defective MAP sensor or MAP sensor signal circuit open or

shorted to ground are possible causes for this fault. See Figs. 113
and 114.
Flash Code 123, PID 102, FMI 2: MAP Signal Above Specified
Level At Low Idle
Code 123 is set when the MAP signal is greater than 16.7 psi
(1.17 kg/cm ) Absolute at low idle.
When code 123 is active, the ECM will ignore the MAP signal
and operate the engine using programmed default values. The ECM will
illuminate the Engine Warning light when this code is set.
Restricted or plugged hose which supplies intake manifold

boost pressure to the MAP sensor or a defective MAP sensor are
possible causes for this fault. See Figs. 113 and 114.
For circuit wiring, see Fig. 19.

Fig. 113: Testing MAP Sensor (1 Of 2)

Fig. 114: Testing MAP Sensor (2 Of 2)
TEST U: CRUISE CONTROL, PTO, HAND THROTTLE SYSTEM - FLASH
CODES 213, 214 & 221
Cruise/PTO System
The Cruise/PTO system is controlled by the ECM in response to
driver input on the Speed Control Command Switches (SCCS), which are
the Cruise ON-OFF and SET-RESUME switches. With a remote PTO
operation, the body builder installed controls include a remote SET-
RESUME switch and a PTO DISABLE switch that are also SCCS switches.
The body builder also installs a Remote pedal sensor and

switches to enable the remote PTO at a preset speed or enable in the
variable mode, with engine speed controlled by the remote pedal
sensor. These circuits will be discussed in Remote Pedal Sensor
Circuits later in this section.
The Clutch Pedal Switch supplies the Driveline Disengaged
Signal (DDS) to the ECM, and the Service Brake Switches supply a Brake
Normally Open (BNO) and Brake Normally Closed (BNC) signal to the ECM.
These signals indicate pedal positions and are used by the ECM in
operating the Cruise/PTO Control System.
The Vehicle Speed Signal (VSS) and CMP signal provide vehicle
speed and engine RPM information that the ECM uses in controlling the
Cruise/PTO system.
The ECM monitors the SCCS signal for the five expected
signals. If an incorrect signal is detected, Flash Code 221 is logged.
The ECM also monitors the R-APS signal input at ECM terminal No. 30
from the remote pedal sensor for out-of-range signals, high or low.
SCCS Circuits
The SC Resistor Block is permanently attached to the cab
harness and contains a printed circuit board, that includes three
resistors. The printed circuit board can be removed by opening the end
of the resistor block assembly and pulling the board out.
Remote Pedal Sensor (RPS) Switches
To enable the remote PTO, first the cab ON-OFF switch must be
set to the ON position. With PTO enabled, the Enable PRESET switch or
Enable VARIABLE switch must be turned on. These are toggle switches,
not momentary on switches.
Trouble Shooting
Before troubleshooting, ensure batteries are fully charged.
Check battery connections and grounds for clean, tight connections
free of damage. Voltage tests will give misleading results if
batteries are not fully charged.
Inspect circuit connectors for pushed back, loose, or damaged
(spread or bent) terminals, or wires with cut strands, etc. Wires and
corrode, a light White residue will be present that must be removed.
Inspect suspect circuit grounds for clean, tight connections

free of damage.
The Pro-Link EST can be used to monitor cruise switches, but
if code 221 is active, the switches do not operate. If Flash code 221
is active or if no flash code is present, see Figs. 116 - 119 and 123.
Before troubleshooting the Cruise/PTO control system, use the
Pro-Link EST to review any logged Flash Codes.
Code 221 relates directly to Cruise or Remote SCCS switches
circuits. Codes 213 and 214 relate to operation of the remote PTO
pedal.
First resolve any other codes that may be present, because
they may cause the ECM to disable the cruise control.
Flash code 622 indicates the ECM is using Field Defaults that
disable Cruise/PTO operation. The cause for code 622 must be
corrected.
Use the Pro-Link EST to monitor clutch switch operation.
There is no diagnostic code for the DDS, Drive Line Disengagement
Switch (clutch switch) operation.
If the clutch switch circuit is open, indicating that the

switch is depressed, then Cruise/PTO controls won't operate. If the
clutch switch circuit is defective (shorted high), depressing the
clutch pedal may not disengage the cruise or PTO, causing the engine
to go to rated RPM when the clutch pedal is depressed.
Flash code 222 is a Brake Switch fault which will disable
Cruise/PTO operation. Use Pro-Link to check brake switch operation.
The BNO and BNC switches must be working properly for cruise control
to operate.
Flash codes 141 and 142 are Vehicle Speed Sensor faults which
ENGINE
will CONTROL
disable - DIESEL (NAVISTAR
the Cruise/PTO DT466E
controls. A speed & 530E)Article
sensor that isText
not(p. 172)For Mauricio Cascante Grecia Alajuela C
properly adjusted will affect speedometer and cruise control
operation, and no codes will set. Correct any speedometer problems
before troubleshooting the PTO system.
A severe intermittent connection or noise in the CMP signal

can cause the engine to surge and the cruise control cannot properly
maintain vehicle speed or PTO engine RPM will fluctuate.
Speed Control Command Switches Diagnostics
The ECM monitors the signal on SCCS circuit "97AC" for the
expected signals. If a signal is detected by the ECM that does not
match any one of the expected signals, then Flash Code 221 is set and
the PTO or Cruise is disabled. See Fig. 115.

Fig. 115: Speed Control Command Switches (SCCS) Harness Connector

Values
Flash Code 221, SID 244, FMI 2: SCCS Switch or Circuit Fault
The ECM monitors the R-APS signal input at ECM terminal No.
30 from the remote pedal sensor for out-of-range signals, high or low.
Open, short (high or low), or bias (high or low) in SCCS

circuits or components are possible causes for this fault.
See Figs. 116 - 120 and 123.
Fig. 116: Testing Speed Control Command Switches (SCCS) Circuits

(1 Of 4)
ENGINE CONTROL
Fig. 117: Testing - Speed
DIESEL (NAVISTAR
Control DT466E
Command & 530E)Article
Switches Text (p. 176)For Mauricio Cascante Grecia Alajuela C
(SCCS) Circuits
(2 Of 4)
(3 Of 4)
(4 Of 4)
Fig. 120: Testing Speed Control Command Switches (SCCS) On-Off &
Set-Resume Switches
RPS Diagnostics
The ECM monitors the R-APS signal input at ECM terminal No.
ENGINE CONTROL
30 from the remote - pedal
DIESEL (NAVISTAR
sensor DT466E & 530E)Article
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179)For Mauricio Cascante Grecia Alajuela C
Flash Code 213, SID 29, FMI 4: RPS Out Of Range Low
If the ECM detects an Remote Pedal Sensor signal lower than
152 mV, this code is set and the remote pedal is disabled. See
Figs. 121 - 123.
Fig. 121: Testing Remote Pedal Sensor Circuits (1 Of 2)
Fig. 122: Testing Remote Pedal Sensor Circuits (2 Of 2)
Fig. 123: Cruise Control/PTO Circuit Wiring

Flash Code 214, SID 29, FMI 3: RPS Out Of Range High
If the ECM detects an RPS signal greater than 4.55 volts,
this code is set and the remote pedal is disabled. See Figs. 121 -
123.
Remote Preset PTO Mode Does Not Operate
NOTE: Before diagnosing any problem with the remote PTO, ensure
vehicle cruise control system operates properly.
Turning the cruise control on using the cab Cruise ON/OFF
switch, then turning the remote Enable Preset switch ON will cause the
PTO to operate at the customer selected preset RPM. The ECM does not
diagnose the Enable Preset switch circuit, therefore there are no
fault codes to indicate the circuit is defective.
If the vehicle cruise control works properly, but the remote

Enable Preset switch does not work, see Figs. 124 - 125 and 123.
Fig. 124: Testing Remote PTO Preset & Variable Enable Circuits (1
Of 2)

Fig. 125: Testing Remote PTO Preset & Variable Enable Circuits (2
Of 2)
Remote Variable PTO Mode Does Not Operate Properly

Flash codes 213 and 214 indicate the ECM detected an out-of-
range signal (high or low) from the remote pedal sensor (RPS). Note
that the ECM does not diagnose the Enable Variable switch circuit,
therefore there are no fault codes to indicate a defect in that
circuit.
If the vehicle cruise control works properly, but the remote
PTO does not work in the variable mode, check for flash codes. If
Flash Code 213 or 214 is present or if no Flash Codes are present, see
Figs. 124 - 123.
TEST V: TACHOMETER (TACH) INPUT CIRCUITS - FLASH CODE 233

Circuit Functions
The ECM provides the VPM with a 0-12 volt digital signal that
indicates engine speed. The VPM buffers this signal and supplies the
instrument panel with a signal to operate the tachometer. The
frequency sent by the ECM is 1/5th of the actual engine RPM.
The VPM can detect if the TACH signal is not being received
from the ECM and will set a fault code to indicate loss of
communication. No fault detection is available for communication
between the VPM and the instrument panel.
ECM Diagnostics
If the CMP signal is not received and processed by the ECM,
the engine will not start. If the engine is running, but the
tachometer does not operate (or operates improperly), there are two
tests to further isolate the problem.
Testing Speedometer/Tachometer Cluster
With the key ON and engine OFF, the Speedometer/Tachometer
unit, located in the instrument panel, will perform a self-test,
checking the tachometer gauge and the speedometer/tachometer control
unit.
KOER Tach Buffer Test
The KOER - Tach Buffer Test must be run when engine speed is
greater than 1250 RPM. This test checks the circuit (97D) between the
ECM and VPM for open or short (high or low) circuit condition. It also
checks the internal VPM buffer circuit for open or short (high or low)
conditions. If a defect is found, Flash Code 233 is set.
Flash Code 233, PID 190, FMI 2: Tachometer Buffer Inoperative

This code is set during the KOER Tach Buffer Test if the
following conditions are present.
* Engine speed is less than 1250 RPM.

* Circuit "97D" is open or shorted (high or low) between
the ECM and VPM causing the VPM to receive either no
signal or an invalid signal.
* The VPM internal buffering circuit is defective.
Corrective Action
1) If the tachometer doesn't work and the
Speedometer/Tachometer Self-Test does not indicate a defect, see
Figs. 127 and 130. If the self-test revealed a defect, go to next
step.
2) The Tach Buffer KOER test does not set a fault code, then
check circuit "97AR" between VPM connector (381) and I/P connector
(27) for open or short (high or low) circuit. See Figs. 127 and 130.
3) If the Tach Buffer KOER test does set Flash code 233, see
Figs. 128 - 130.
Fig. 126: TACH Harness Connector Values
Fig. 127: Testing Tachometer Circuit "97AR"
Courtesy of navistar
ENGINE CONTROL international
- DIESEL corp.
(NAVISTAR DT466E & 530E)Article Text (p. 187)For Mauricio Cascante Grecia Alajuela C
Fig. 128: Testing ECM/VPM Tachometer Circuit (1 Of 2)
Fig. 129: Testing ECM/VPM Tachometer Circuit (2 Of 2)
ENGINE CONTROL
Fig. 130: - DIESEL
Speedometer (NAVISTAR
& Tachometer DT466E
Gauge & 530E)Article
Wiring Diagram Text (p. 190)For Mauricio Cascante Grecia Alajuela C
TEST W: VEHICLE PERSONALITY MODULE - FLASH CODES 613, 614,

615, 621, 622, 623, 634, 635, 641, 642, 643, 644,
645, 651, 652, 653 & 654
Circuit Functions
The VPM has the ability to detect internal fault conditions
such as incorrect programming, not ever being programmed, wrong
configuration of ECM and VPM, corrupted memory and lost memory
situations. External fault conditions, such as loss of DCL/ATA
communication, or VSS and KAM circuit faults. Management of a VPM
detected fault will vary with the severity of the fault. The more
severe faults will only allow the vehicle to operate in field defaults
which will curtail horsepower (normally the lowest horsepower rating
available in that engine family) and disable customer features. Less
severe faults will only log a code.
VPM Diagnosis
If the VPM attempts to write the latest total to one of eight
EEPROM locations in the VPM and the memory location is defective, then
the VPM sets Flash Code 634, 635 or 641, and selects another memory
location to store the information. Flash code 645 may also be set. If
the VPM can't find a serviceable memory location to write the data,
then Flash Code 642, 643 or 644 will be set.
Flash Code 613, SID 252, FMI 1: Installed ECM Not Compatible
With VPM Software & Flash Code 614, SID 252, FMI 13:
Installed ECM Not Compatible With ECM Software
Codes 613 and 614 will only occur when the VPM or ECM has
been changed in the field. At start-up, the ECM compares software
versions in the VPM and ECM. If the versions are not compatible, codes
613, 614 or 622 will set. Code 622 indicates Field Defaults are being
used and turns ON the WARN ENGINE light. The ECM and VPM must be
software compatible. Whichever component was recently replaced is not
the correct part number. Determine correct part number and install.
Corrupt Fault
At start-up, the ECM performs tests on the KAM memory, where
programmable parameter information will be stored when retrieved from
the VPM. If the KAM memory test fails, then Flash Code 615 will be
set. The engine will operate on Field defaults, turning on the WARN
ENGINE light, and setting code 622. If the condition causing code 615
is intermittent, and the condition is no longer present, the code will
change to inactive status and the engine will operate normally. Flash
Code can also be set by no or low power to KAM memory at ECM terminal
No. 1 which could cause code 224 to be set. If code 615 is active, see
TEST S: KEEP ALIVE MEMORY (KAM) POWER & VPM BATTERY POWER CIRCUIT -
FLASH CODES 224 & 615. If a defect is found in KAM Feed Circuit,
correct defect. If KAM power is present to ECM terminal No. 1, and
code 615 is active, attempt to clear code 615. If code 615 continues
to be set, replace ECM.
Flash Code 621, SID 253, FMI 1: ECM Using Manufacturing
Defaults
If the VPM is not programmed at the factory or an
unprogrammed VPM is installed in the field, then the ECM will select
parameter values from the Manufacturing Default list. This will
provide only limited engine horsepower (25 HP). If the condition that
caused code 621 to set is intermittent, and the condition is no longer
present, the code will change to inactive status and the engine will
operate normally. If code 621 is active, program the VPM using
established programming procedures included in the Pro-Link manual.
Flash Code 622, SID 253, FMI 0: ECM Using Field Defaults
When code 622 is set, the WARN ENGINE light is turned on,
customer options are disabled, and engine is limited to 160 HP. When
the vehicle is not operating under normal operating conditions, the
ECM uses either partial or full field default values stored in ECM
memory, instead of programmed values that are stored in the VPM
memory. When the ECM is using Full Field Default values, code 622 is
set. If the condition causing the ECM to operate using field defaults
is intermittent, and the code is no longer present, code 622 will
become inactive and normal engine operation will resume. Code 622 is
an indicator that field defaults are being used. Other codes can cause
code 622 to be set. The other codes identify the condition that caused
the ECM to use field defaults. IF, for any reason, the ECM is unable
to download parameter values received from the VPM or the parameter
values received from the VPM are not valid, then the ECM selects full
or partial Field Default parameter values. The Field Default values
are stored in the ECM. If no data is available from the VPM, full
field defaults are used. If only certain data is corrupt, then partial
field defaults may be used. If code 622 is active, review other logged
codes. The specific values that the ECM is unable to download and/or ENGINE CONTROL - DIESEL (NAVI
the reason for communication failure must be determined and corrected.
When corrected, the ECM will not use the field default mode of
operation.
Flash Code 623, SID 253, FMI 13: Invalid VPM Rating Code
This code indicates that the ECM requested, and was unable to
get valid Engine Family Rating codes from the VPM. If this occurs,
code 623 is set and the engine operates on Field Defaults causing code
622 to be set. If the condition causing code 623 to set is
intermittent, and the condition is no longer present, code 623 will
become inactive and normal engine operation will resume. If code 623
is active, reprogram the VPM with the proper engine family data.
Flash Code 634, PID 250, FMI 2: Internal Fuelmeter Memory

Location In Error
Flash code 634 indicates the first attempt to write the fuel
totals encountered a defective memory location. Fuel totals logged may
be inaccurate, although the error will not be more that 1/2 hour use
of fuel. If fuel meter totals are used for vehicle maintenance or are
otherwise essential to vehicle operation, the VPM should be replaced.
The next read/write error will result in all of the fuel meter data
being lost.
Flash Code 635, PID 247, FMI 2: Internal Hourmeter Memory

Location In Error
Flash code 635 indicates the first attempt to write the
engine hour totals encountered a defective memory location. Engine
totals logged may be inaccurate, although the error will not be more
than 1 hour. If the hourmeter totals are used for vehicle maintenance
or are otherwise essential to vehicle operation, the VPM should be
replaced. The next read/write error will result in hourmeter data
being lost.
Flash Code 641, PID 245, FMI 2: Internal Odometer Memory

Location In Error
Flash code 641 indicates the first attempt to write the
vehicle total miles encountered a defective memory location. Total
vehicle miles logged may be inaccurate, although the error will not be
more than 30 miles. If the odometer totals are used for vehicle
maintenance or are otherwise essential to vehicle operation, the VPM
should be replaced. The next read/write error will result in odometer
data being lost.
Flash Code 642, PID 250, FMI 12: Internal Fuelmeter Memory
Locations Exceeded
Flash code 642 indicates the write cycle of the EEPROM memory
locations have been exceeded. The fuelmeter totals have been lost. If
the fuelmeter totals are used for vehicle maintenance or are otherwise
essential to vehicle operation, the VPM should be replaced.
Flash Code 643, PID 247, FMI 12: Internal Hourmeter Memory
Locations Exceeded
locations have been exceeded. The hourmeter totals have been lost. If
the hourmeter totals are used for vehicle maintenance or are otherwise
Flash Code 644, PID 245, FMI 12: Internal Odometer Memory
Locations Exceeded
locations have been exceeded. The odometer totals have been lost. If
the odometer totals are used for vehicle maintenance or are otherwise
Flash Code 645, SID 253, FMI 7: Raw EEPROM Memory Location
Error
Flash code 645 requires no action. This code indicates an
error was detected during read or write attempt in the VPM. The code
is informal and is logged as an inactive code. If the error was in the
VPM accumulators, one of several codes could be set (634, 635, 641,
642, 643 or 645). This is because corrupt data would be read by the ENGINE CONTROL - DIESEL (NAVIST
ECM. If the error was in storing data from one of the data lists, one
of several codes could be set (223, 235, 623, 624, 633, 651, 652 or
653). This is because corrupt data would be read by the ECM.
Flash Code 651, SID 253, FMI 10: Feature Memory List
Corrupted
Flash code 651 will be set if the VPM detects an error with
the Feature List. If code 651 exists, the engine will run on partial
defaults, but the Engine Warning light is not turned on. Vehicle
features such as cruise control remote PTO and optional engine
protection system are disabled.
If code 651 is active, recycle the VPM. With ignition on,

remove fuse F4 (H1 with FBC) and then reinstall fuse. If code 651 goes
inactive, end test. If code 651 is still active, reprogram the VPM. If
code 651 is still active after reprogramming, replace VPM.
Flash Code 652, SID 253, FMI 2: Engine/Fuel Memory List
Corrupted
Flash code 652 will be set if the VPM detects an error in the
engine/fuel list. If code 651 exists, the engine will run on field
defaults, and the Engine Warning light will be turned on.
inactive, end test. If code 651 is still active, replace VPM.
Flash Code 653, SID 253, FMI 12: Engine Rating Memory List
Corrupted
Flash code 653 will be set if the VPM detects an error in the
engine rating list. If code 652 exists, the engine will run on field
defaults, and the Engine Warning light will be turned on.

inactive, end test. If code 651 is still active, replace VPM.
Flash Code 654, SID 252, FMI 12: Watchdog Time Out Fault
Flash code 654 will be set if a VPM software fault is
detected, then the VPM will reset. Driver will not notice reset, but
code will be logged as an inactive code for informational purposes. If
code 654 is active, reprogram VPM using procedure in Pro-Link manual.
TEST X: VEHICLE SPEED SENSOR - FLASH CODES 141 & 142

Signal Functions
Vehicle Speed Sensor (VSS) signal is sent to the VPM. VPM
sends a signal to the speedometer/tachometer cluster as an input for
speedometer function. The VSS signal from the VPM is sent over the DCL
data link to the ECM. The ECM uses the signal to control features such
as cruise control, PTO, Torque Level Tailoring and Road Speed
Limiting.
Vehicle Speed Sensor
The VSS is located on the transmission and sends an AC signal
to the VPM. The VSS sensor creates a magnetic field through a
permanent magnet. The AC signal is created when the 16 tooth
transmission speedometer gear rotates, breaking the magnetic field
created by the sensor.
Vehicle Personality Module

VPM programming includes rear axle ratio and tire size. It
uses the programmed information and the VSS signal to create the
vehicle speed signal sent to the speedometer. From VPM connector
(381), terminal No. 18, an analog AC signal is input on circuit 47B to
the speedometer through connector 27. Speedometer ground circuit 47G
from connector 27, is grounded at the cab ground stud. The VSS signal
is also sent over DCL to ECM on circuit 379.
The VSS signal is monitored continuously by the VPM to seeENGINE CONTROL - DIESEL (NAVIST
that it is within certain ranges. If the signal is out of range, the
VPM sends an out of range high signal to the ECM, informing it of the
fault. When the ECM sees the signal, it sets flash code 141 or 142.
The Engine Warning light is not turned on. The ECM disables cruise
control or PTO operation. If Road Speed Limiting is enabled, the ECM
will limit engine speed in all gears. Torque Level Tailoring will use
a prescribed torque curve. To check VSS/VPM harness circuits, see
Fig. 131.
Fig. 131: VSS/VPM Harness Connector Values

NOTE: If the speedometer does not operate properly, but no fault
codes are present use the Pro-Link to read vehicle speed from
the ATA data link. If speed can be read using the scan tool,
the problem is in circuit 47B to the instrument cluster.
Flash Code 141, PID 84, FMI 4: VSS Out Of Range Low
Flash code 141 is set when the VPM detects an out of range
low signal from the VSS. The VSS circuit between VPM and sensor is
shorted to ground, or open. If code 141 is active, test circuit. See.
Flash Code 142, PID 84, FMI 3: VSS Out Of Range High
Flash code 142 is set when the VPM detects an out of range
high signal from the VSS. The VSS circuit is shorted to VREF or VBAT
circuit. If code 142 is active, test circuit. See.
Speedometer Does Not Function Properly

The ECM/VPM diagnostics DO NOT check for VSS sensor
misalignment. Because of this, it is possible to get a faulty speed
signal without a flash code 141 or 142. The speedometer and/or
odometer will operate erratically or not at all. If code 141 or 142 is
not present, and speedometer and/or odometer does not function
correctly, test circuit. See. If code 141 or 142 is present, and
speedometer and/or odometer does not function correctly, correct cause
of code 141 or 142, before diagnosing speedometer. If speedometer
and/or odometer does not function correctly, when two speed axle is
shifted, go to TWO SPEED AXLE/SPEEDOMETER INPUT CIRCUIT TEST.

Fig. 132: Testing VPM-To-VSS Circuits (1 Of 2)

Fig. 133: Testing VPM-To-VSS Circuits (2 Of 2)
Fig. 134: Testing Manual Transmission VSS Circuits

Fig. 135: Testing Allison A/T & M/T VSS Circuits
Fig. 136: Testing Speedometer Circuits (1 Of 2)
Fig. 137: Testing Speedometer Circuits (2 Of 2)
Fig. 138: Speedometer & Tachometer System Wiring Diagram

NON-FLASH CODE DIAGNOSTICS
ENGINE CRANK INHIBIT CIRCUIT TEST

Signal Function
The ECM uses the enable circuit to control engine cranking.
The ECM prevent engine cranking whenever the engine is running, or
auto. trans. in not in neutral. When cranking the engine, battery
voltage may momentarily drop below 6 volts, causing the ECM to shut
down. When voltage comes back up, the ECM will resume operation. The
crank inhibit relay has a 2 second delay that allows the engine to
crank when the ECM drops out. To check Engine Crank Inhibit harness
circuits, see Fig. 139.
Fig. 139: Engine Crank Inhibit Circuit Harness Connector Values
Fault/Detection Management
The ECM does not monitor the cranking system circuits. There
are no fault codes set for this system
ECM Function
On auto. trans. vehicles with the key on, the ECM enables the
crank relay if the engine is not running and if 12 volts is present at
terminal No. 10. On man. trans. vehicles, the ECM does not monitor
ENGINE
terminalCONTROL - DIESEL
No. 10 when (NAVISTAR
enabling DT466E
the crank relay.&To
530E)Article
enable theText (p. 203)For Mauricio Cascante Grecia Alajuela C
relay,
the ECM sets terminal No. 35 low (ground state). To disable the crank
relay, terminal No. 35 is set high (12 volts).
Crank Inhibit Relay
Turning the key on applies power to relay terminal No. 2.
When relay is enabled, the relay is energized and applies ignition
voltage to the cranking motor magnetic switch control coil.
Cranking Motor Magnetic Switch
The magnetic switch is used to switch battery power to the
crank motor solenoid when the relay is energized. With thermo
overcrank protection installed, the magnetic switch is grounded
through the overcrank thermo couple.
Neutral Position Switch
On automatic transmission vehicles, a neutral position switch
is used. When transmission is in neutral position, switch is closed,
applying 12 volts to crank inhibit relay and ECM. This allows the
vehicle to be started. With transmission in any other position except
neutral, zero volts are present at ECM terminal No. 10.
Clutch Pedal Switch
On manual transmission vehicles, a clutch pedal position
switch is used for cruise control, engine brakes, etc. The input from
the clutch witch has no effect on the ECM in enabling or disabling the
engine cranking circuit.
Trouble Shooting
The ECM enables or disables the engine cranking system using
the engine crank inhibit relay. There are no diagnostic codes for this
system. To troubleshoot a No Start condition, use the following tests.
See Figs. 140 - 150.

Fig. 140: Testing Starter Motor & Relay Circuit (M/T & A/T - 1 Of 2)
Fig. 141: Testing Starter Motor & Relay Circuit (M/T & A/T - 2 Of 2)
Fig. 142: Testing For Engine Does Not Crank (M/T - 1 Of 3)
ENGINE
CourtesyCONTROL - DIESEL
corp. (p. 208)For Mauricio Cascante Grecia Alajuela C
Fig. 145: Testing For Engine Does Not Crank (Allison A/T - 1 Of 3)
ENGINE
CourtesyCONTROL - DIESEL
international DT466E & 530E)Article Text (p. 211)For Mauricio Cascante Grecia Alajuela C
corp.
Fig. 148: Starter Magnetic Switch Wiring Diagram
Fig. 149: Manual Transmission Cranking System Wiring Diagram

Fig. 150: Allison Automatic Transmission Cranking System Wiring
Diagram
ENGINE CONTROL
Courtesy - DIESEL
international DT466E & 530E)Article Text (p.
corp. 215)For Mauricio Cascante Grecia Alajuela C
SELF-TEST INPUT SWITCH & ENGINE WARNING LIGHT CIRCUIT TEST
Signal Function
The Self-Test Input (STI) switch is used to run Key On Engine
Off (KOEO) standard tests. Faults detected during the test will set
active fault codes that are transmitted with the flashing WARN ENGINE
light. If no fault codes are found, code 111 will flash, indicating no
faults. ECM terminal No. 48 has 12 volts with the ignition key on and
engine off. Depressing STI switch grounds terminal No. 48, causing it
to go to zero volts, signalling the ECM to start the KOEO test.
The Amber Engine Warning light turns on when the ignition key
is on, and stays on while the ECM runs normal start-up tests, then
turns off. If the ECM detects a problem, the light remains on.
Ignition power is applied through fuse F6 (A2 on FBC models) to the
warning light. The ground side of the light is connected to ECM
terminal No. 17. Depending on engine conditions, the ECM applies 12
volts to terminal 17 with the light off, or zero volts with the light
on.
There are no ECM diagnostics for the STI switch and engine
warning light circuits. For harness connector circuit checks, see
Fig. 151
Fig. 151: Self-Test Input Switch & WARN ENGINE light Harness
Connector Values
Trouble Shooting
If depressing the STI switch with the key on and engine off
does cause the self-test check to run, test STI circuits. See
Figs. 152 and 155. If the Engine Warning light does not turn on with
the key on engine off, test the light circuit. See Figs. 153 and 155.
If the engine warning light stays on after start-up, but no codes are
stored, test the light circuit. See Figs. 154 and 155.
Fig. 152: Testing STI Switch Circuits

Fig. 153: WARN ENGINE Llight Does Not Turn On Test
Fig. 154: WARN ENGINE Light Stays On Test
Fig. 155: STI Switch & WARN ENGINE Light Wiring Diagram
TWO SPEED AXLE/SPEEDOMETER INPUT CIRCUIT TEST

Signal Functions
The Vehicle Personality Module (VPM) is programmed with high
and low rear axle ratios. The ratios are used to calculate the
speedometer signal, depending on which mode the two speed switch is
in. The VPM uses the high ratio unless voltage is applied to VPM
terminal No. 9, indicating the axle switch is in the low position. The
switch applies 12 volts to the VPM at terminal No. 9 when the switch
is in the low position.
There are no ECM/VPM diagnostics for the two speed circuits.
Trouble Shooting
If the speedometer/odometer does not correctly show vehicle
speed when changing from high to low range, or vice versa, test
speedometer circuits. See Figs. 156 - 158.
Fig. 156: Testing Two-Speed Axle Speedometer Circuit

ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 53

Fig. 157: Two-Speed Axle Wiring Diagram (Hydraulic Operated)
Fig. 158: Two-Speed Axle Wiring Diagram (Air Operated)
VOLTAGE REFERENCE CIRCUIT TEST

Signal Functions
ENGINE CONTROL - DIESEL
The Voltage (NAVISTAR
Reference DT466E &
(VREF) circuit is530E)Article Text (p.
a 4.5-5.5 volt 223)For Mauricio Cascante Grecia Alajuela C
power
supply from the ECM that provides power to all wire vehicle and engine
sensors and switches. It also provides a benchmark reference voltage
for the ECM. The sensor signals are compared to the reference voltage
to determine actual sensor output signal values. These values are
processed by the ECM for engine operation.
There is no specific fault detection for the VREF signal
directly. If there is a VREF circuit fault, the sensors in the section
of the circuit affected may set an out of range high or low code.
Multiple high or low codes are an indication that a VREF or signal
ground fault condition is present. A VREF signal shorted to ground
will cause the ECM to reset, causing a stumble or no start condition.
ECM Diagnostics
If multiple sensor codes are set, the VREF signal circuit may
be open or the return signal circuit is open. The engine will not
operate without a valid VREF signal. To test the VREF circuits, see
Figs. 159 - 161.
Fig. 159: Voltage Reference Circuit Harness Connector Values


Fig. 160: Testing Voltage Reference Circuits
Fig. 161: Voltage Reference Circuit Wiring Diagram
END OF ARTICLE

Navistar DT466E y 530E Electronico

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Navistar DT466E y 530E Electronico

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ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)

DESCRIPTION & OPERATION

* PLEASE READ THIS FIRST *

Fig. 1: Typical Navistar DT466E & 530E Electronic Engine Control

PRIMING (HAND) PUMP OPERATION

FUEL SUPPLY PUMP OPERATION

Fig. 2: Fuel Supply System Schematic

INJECTION CONTROL PRESSURE SYSTEM OPERATION

Fig. 3: Injection Control Pressure System

When an injector is energized, a poppet valve is opened by an

The ECM is programmed with an injection pressure control

Fig. 4: Fuel Injector Components

Fig. 5: Fuel Injector Control System

ELECTRONIC CONTROL MODULE (ECM)

There are 4 primary functions of the ECM: voltage reference,

ENGINE CONTROL - DIESEL (NAVIST

Foreground calculations occur at a much faster rate than

Diagnostic strategies (instructions) are also programmed into

The microprocessor is equipped with 3 types of memory: Read

ROM is the memory where calibration tables and operating

RAM is a temporary storage memory for current events, such as

INJECTION DRIVER MODULE

ENGINE CONTROL - DIESEL (NAVISTAR

Fig. 8: IDM Output Driver

DIAGNOSTIC SOFTWARE SELF-TESTS

STANDARD TEST (ENGINE OFF)

To use the STI diagnostic push-button switch, depress the

If there is more than one code being sent, the OIL/WATER

If it is necessary to repeat transmission of fault codes,

INJECTOR "BUZZ" TEST (ENGINE OFF)

OUTPUT STATE TEST (ENGINE OFF)

During this test, the output of the circuit in question can

* Injector Driver Module Enable Relay

STANDARD TEST (ENGINE RUNNING)

The ECM will begin to raise the engine idle speed to a

NOTE: The Standard test (Engine Running) must be performed first in

HARD START/NO START DIAGNOSTICS

SUFFICIENT CLEAN FUEL

* Loose or leaking fuel supply lines could cause fuel

AIR INDUCTION SYSTEM INSPECTION

AIR INDUCTION SYSTEM PRESSURE TEST

Fig. 9: Installing Regulated Air Supply

CHECK ENGINE OIL LEVEL

* Oil level low - Oil leak, oil consumption, incorrect

ENGINE CONTROL - DIESEL (NAVISTAR DT466E & 530E)Article Te

Fig. 10: Intake Restriction Filter Minder

EST TOOL - FAULT CODES

1) Connect EST to the American Trucking Association (ATA)

Fig. 11: Locating EST/ATA Connector

Fig. 12: Identifying EST Partial Menu Map

EST TOOL - ENGINE OFF TESTS

* Defective electrical components or circuitry.

EST - INJECTOR "BUZZ" TEST

* Bad wiring harness connection at injector solenoid.

1) After the "ENGINE OFF TESTS" have been completed, press

STI BUTTON - FLASH CODES

EST TOOL - DATA LIST

* Low battery voltage - Due to bad batteries, high resistance

1) Turn all accessories off, and connect a DVOM across the

Test Procedure (Voltage At ECM)

1) Remove weather cover at engine cowl, located on upper

ENGINE CRANKING RPM

* Low cranking RPM - Starting system electrical malfunctions.