Max9 10 Troubleshooting Manual

DIAGNOSTIC/TROUBLESHOOTING MANUAL
DIAGNOSTIC/TROUBLESHOOTING MANUAL
2010 MaxxForce® DT, 9, and 10 Engine Diagnostic Manual
Engine Family: MaxxForce DT

Engine Family: MaxxForce 9
Engine Family: MaxxForce 10
EGES-455-1
2011
EGES-455-1
Read all safety instructions in the "Safety Information" section of this Manual before doing any procedures.
Follow all warnings, cautions, and notes.
© 2011 Navistar, Inc. All rights reserved.
https://barringtondieselclub.co.za/
DIAGNOSTIC/TROUBLESHOOTING MANUAL I
Table of Contents
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine Controlled Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .67
Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .73
Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .97
Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .413
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . .423
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457
Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469
Appendix B: Signal Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .505
Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .511
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II DIAGNOSTIC/TROUBLESHOOTING MANUAL
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DIAGNOSTIC/TROUBLESHOOTING MANUAL 1
Foreword Technical Service Literature

Navistar, Inc. is committed to continuous research 1171999R1 MaxxForce® DT, 9, and 10 Engine
and development to improve products and introduce Operation and Maintenance
technological advances. Procedures, specifications, Manual
and parts defined in published technical service
EGES-450 MaxxForce® DT, 9, and 10 Service
literature may be altered.
Manual
NOTE: Photo illustrations identify specific parts or
EGES-455-1 MaxxForce® DT, 9, and 10
assemblies that support text and procedures; other
Diagnostic Manual
areas in a photo illustration may not be exact.
EGED-460-2 MaxxForce® DT, 9, and 10 Hard
This manual includes necessary information and
Start and No Start Diagnostics
specifications for technicians to maintain Navistar
Form
diesel engines. See vehicle manuals and Technical
Service Information (TSI) bulletins for additional EGED-555-1 MaxxForce® DT, 9, and 10
information. Performance Diagnostics Form
EGED-495-1 MaxxForce® DT, 9, and 10
Electronic Control Systems Form
Technical Service Literature is revised periodically

and mailed automatically to “Revision Service”
subscribers. If a technical publication is ordered, the
latest revision will be supplied.
NOTE: To order technical service literature, contact
your International® dealer.
EGES-455-1
2 DIAGNOSTIC/TROUBLESHOOTING MANUAL
Service Diagnosis • Knowledge of the principles of operation for

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

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

test procedures for the engine or vehicle. See related • The engine should be operated or serviced only
application manuals for more information. by qualified individuals.
Disregard for Safety Instructions, Warnings, Cautions, • Provide necessary ventilation when operating
and Notes in this manual can lead to injury, death or engine in a closed area.
damage to the engine or vehicle.
• Keep combustible material away from engine
Safety Terminology exhaust system and exhaust manifolds.
Three terms are used to stress your safety and safe • Install all shields, guards, and access covers
operation of the engine: Warning, Caution, and Note before operating engine.
Warning: A warning describes actions necessary to • Do not run engine with unprotected air inlets or
prevent or eliminate conditions, hazards, and unsafe exhaust openings. If unavoidable for service
practices that can cause personal injury or death. reasons, put protective screens over all openings
before servicing engine.
Caution: A caution describes actions necessary
to prevent or eliminate conditions that can cause • Shut engine off and relieve all pressure in the
damage to the engine or vehicle. system before removing panels, housing covers,
and caps.
Note: A note describes actions necessary for correct,
efficient engine operation. • If an engine is not safe to operate, tag the engine
and ignition key.
Safety Instructions Fire Prevention
Work Area • Make sure charged fire extinguishers are in the
• Keep work area clean, dry, and organized. work area.
• Keep tools and parts off the floor. NOTE: Check the classification of each fire
extinguisher to ensure that the following fire types
• Make sure the work area is ventilated and well lit. can be extinguished.
• Make sure a First Aid Kit is available. 1. Type A — Wood, paper, textiles, and rubbish
Safety Equipment 2. Type B — Flammable liquids
• Use correct lifting devices. 3. Type C — Electrical equipment
• Use safety blocks and stands. Batteries
Protective Measures • Always disconnect the main negative battery
• Wear protective safety glasses and shoes. cable first.
• Wear correct hearing protection. • Always connect the main negative battery cable
last.
• Wear cotton work clothing.
• Avoid leaning over batteries.
• Wear sleeved heat protective gloves.
• Protect your eyes.
• Do not wear rings, watches or other jewelry.
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4 DIAGNOSTIC/TROUBLESHOOTING MANUAL
• Do not expose batteries to open flames or sparks. • Check for frayed power cords before using power
tools.
• Do not smoke in workplace.
Fluids Under Pressure
Compressed Air
• Use extreme caution when working on systems
• Use an OSHA approved blow gun rated at 207
under pressure.
kPa (30 psi).
• Follow approved procedures only.
• Limit shop air pressure to 207 kPa (30 psi).
Fuel
• Wear safety glasses or goggles.
• Do not over fill the fuel tank. Over fill creates a fire
• Wear hearing protection.
hazard.
• Use shielding to protect others in the work area.
• Do not smoke in the work area.
• Do not direct compressed air at body or clothing.
• Do not refuel the tank when the engine is running.
Tools
Removal of Tools, Parts, and Equipment
• Make sure all tools are in good condition.
• Reinstall all safety guards, shields, and covers
• Make sure all standard electrical tools are after servicing the engine.
grounded.
• Make sure all tools, parts, and service equipment
are removed from the engine and vehicle after all
work is done.
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1 ENGINE SYSTEMS 5
Table of Contents
Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Accessory Labels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .10
Chassis Mounted Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Component Locations (245 hp and above). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Air Management System (AMS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Air Flow – Pre Combustion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Air Flow – Post Combustion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Air Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Interstage Cooler (ISC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
High-pressure Charge Air Cooler (HPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Turbocharger 2 Wastegate Control (TC2WC) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Crankcase Ventilation System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .26

ICP System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
High-Pressure Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
ICP Closed Loop System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
ICP Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Fuel Injector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Fuel Supply System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Cooling System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Cooling System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Coolant Heater (optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Low Temperature Radiator (LTR) Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
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6 1 ENGINE SYSTEMS
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Exhaust Gas Recirculation (EGR) Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Intake Air Heater (IAH) Relay. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Engine Throttle Valve (ETV) and Position Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Turbocharger 2 Wastegate Control (TC2WC) valve (turbocharger wastegate actuator). . . . . . .45
Exhaust Back Pressure Valve (EBPV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Engine Compression Brake (ECB) valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Injection Pressure Regulator (IPR) valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Temperature Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Variable Capacitance Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Magnetic Pickup Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .48
High-pressure Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Engine Throttle Valve Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Exhaust and Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Exhaust Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Operation Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
EGES-455-1
1 ENGINE SYSTEMS 7
Engine Identification Engine Emission Label

Engine Serial Number
Figure 1 Engine serial number
The engine serial number is in two locations:

• Stamped on the right side of the crankcase, just
above the oil filter header
• On the engine emission label on the valve cover Figure 2 U.S. Environmental Protection Agency
(EPA) exhaust emission label (example)
Engine Serial Number Examples
MaxxForce® DT: 466HM2UXXXXXXX The U.S. Environmental Protection Agency (EPA)
MaxxForce® 9 and 10: 570HM2UXXXXXXX exhaust emission label is attached on top of the valve
cover. The EPA label typically includes the following:
Engine Serial Number Codes
• Model year
466 – Engine displacement
570 – Engine displacement • Engine family, model, and displacement
H – Diesel, turbocharged, Charge Air Cooler (CAC) • Advertised brake horsepower and torque rating
and electronically controlled
M2 – Motor truck • Emission family and control systems
U – United States • Valve lash specifications
7 digit suffix – Engine serial number sequence
beginning with 3300001 • Engine serial number
• EPA, EURO, and reserved fields for specific
applications
Engine Accessory Labels

The following engine accessories may have
manufacturer’s labels or identification plates:
• Air compressor
• Air conditioning compressor
• Alternator
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8 1 ENGINE SYSTEMS
• Cooling fan clutch

• Power steering pump
• Starter motor
Engine Description
MaxxForce® DT, 9, and 10 Diesel Engines

Engine configuration 4 stroke, inline six cylinder diesel
MaxxForce® DT displacement 7.6 L (466 in3)
MaxxForce® 9 and 10 displacement 9.3 L (570 in3)
Bore (sleeve diameter) 116.6 mm (4.59 in)
Stroke
• MaxxForce® DT 119 mm (4.68 in)
• MaxxForce® 9 and 10 146 mm (5.75 in)
Compression ratio
• MaxxForce® DT 16.9 : 1
• MaxxForce® 9 and 10 16.5 : 1
Aspiration Dual turbocharged and charge air cooled
Advertised brake horsepower @ rpm See EPA exhaust emission label
Peak torque @ rpm See EPA exhaust emission label
Engine rotation (facing flywheel) Counterclockwise
Combustion system Direct injection turbocharged
Fuel system Electro-hydraulic injection
Total engine weight (oil and accessories)
• MaxxForce® DT 824 kg (1816 lbs)
• MaxxForce® 9 and 10 845 kg (1864 lbs)
Cooling system capacity (engine only) 12.8 L (13.5 qts US)
Lube system capacity (including filter) 28 L (30 qts US)
Lube system capacity (overhaul only, with filter) 32 L (34 qts US)
Firing order 1-5-3-6-2-4
EGES-455-1
1 ENGINE SYSTEMS 9
Standard Features The electric low-pressure fuel supply pump draws

fuel from the fuel tank through the fuel filter assembly.
MaxxForce® DT, 9, and 10 diesel engines are
The assembly includes a strainer, filter, drain valve,
designed for increased durability, reliability, and ease
Water in Fuel (WIF) sensor, and Fuel Delivery
of maintenance.
Pressure (FDP) sensor. If equipped, an optional
The cylinder head has four valves per cylinder with fuel heater element is installed in the fuel filter
centrally located fuel injectors directing fuel over assembly. Conditioned fuel is pumped through the
the pistons. This configuration provides improved intake manifold and cylinder head to the fuel injectors.
performance and reduces emissions.
The WIF sensor detects water in the fuel system.
The camshaft is supported by four insert bushings When water reaches the level of the sensor located in
pressed into the crankcase. The camshaft gear is the fuel filter assembly, the instrument panel’s amber
driven from the front of the engine. A thrust flange FUEL FILTER lamp will illuminate. The collected
is located between the camshaft and the drive gear. water must be removed immediately. Water is
The overhead valve train includes mechanical roller drained by opening the drain valve on the fuel filter
lifters, push rods, rocker arms, and dual valves that assembly.
open using a valve bridge.
The fuel injection system is electro-hydraulic. The
MaxxForce® DT engines use one-piece aluminum system includes an under-valve-cover high-pressure
alloy pistons. MaxxForce® 9 and 10 engines use oil manifold, fuel injectors, and a high-pressure oil
one-piece steel pistons. All pistons have zero pin pump. The injectors are installed in the cylinder head,
offset and centered combustion bowls; therefore, under the high-pressure oil manifold.
pistons can be installed safely without orientation:
MaxxForce® DT, 9, and 10 engines use dual
there is NO front-of-engine arrow or “CAMSIDE”
turbochargers with an air-to-air High Pressure Charge
marking on the piston crown to indicate a necessary
Air Cooler (HPCAC) after the second stage. An
piston direction.
interstage cooler is used after the first stage for
The one piece crankcase uses replaceable wet applications with 245 hp and above.
cylinder sleeves that are sealed by a single crevice
The Inlet Air Heater (IAH) system warms the incoming
seal ring. Some applications include a crankcase
air to aid cold engine starting and to reduce white
ladder which is designed to support heavier loads
smoke and engine noise. The IAH system will initially
and reduce engine noise.
illuminate the WAIT TO START lamp located on the
The crankshaft has seven main bearings with fore instrument panel. When the lamp turns off, the engine
and aft thrust controlled at the rear bearing. One can be started.
fractured cap connecting rod is attached at each
The Exhaust Gas Recirculation (EGR) system
crankshaft journal. A piston pin moves freely inside
circulates cooled exhaust into the intake air stream
the connecting rod and piston. Piston pin retaining
in the intake manifold. This cools the combustion
rings secure the piston pin in the piston. The rear oil
process and reduces the formation of NOX engine
seal carrier is part of the flywheel housing.
emissions.
A lube oil pump is mounted on the front cover and is
A closed crankcase breather system uses an engine
driven by the crankshaft. Pressurized oil is supplied
mounted oil separator to return oil to the crankcase
to engine components and the high-pressure injection
and vent crankcase pressure into the intake system.
system. All MaxxForce® DT, 9, and 10 engines use
an engine oil cooler and spin-on engine oil filter. The Down Stream Injection (DSI) system aides
in controlling emissions by injecting fuel into the
The coolant supply housing serves as the mounting
exhaust stream. The fuel causes an exothermic
bracket for the refrigerant compressor. Mounting
reaction which increases the temperature of the
capabilities for a dual refrigerant compressor are
exhaust gas. This increase in temperature allows for
available as an option. The pad mounting design of
more efficient conversion of soot into ash within
the alternator and refrigerant compressor brackets
the Diesel Particulate Filter (DPF). Along with
provide easy removal and improved durability.
DSI, the Diesel Oxidation Catalyst (DOC) aids in
creating the required exothermic reaction. DSI
EGES-455-1
10 1 ENGINE SYSTEMS
consists of the Aftertreatment Control Module (ACM), • Coolant heater

Downstream Injection (DSI) assembly, hydrocarbon
• Fuel heater
injector assembly, fuel lines, and coolant lines. The
Electronic Control Module (ECM) communicates with All three heaters use an electric element to warm
the ACM to control the timing and quantity of fuel engine fluids in cold weather.
sprayed from the hydrocarbon injector assembly.
The oil pan heater warms engine oil to ensure
The ECM signals the exhaust brake valve assembly
optimum oil flow.
to control the position of the exhaust back pressure
valve to increase or decrease the exhaust gas back The coolant heater warms engine coolant surrounding
pressure and temperature to allow the DOC and DPF the cylinders. Warmed engine coolant aids in cold
to function efficiently. engine start-up and performance.
The exhaust back pressure valve acts as The fuel heater is installed in the fuel filter assembly
an aftertreatment device to manage exhaust and warms the supply fuel. Warmed supply fuel
temperature. The resulting rise in back pressure, prevents waxing, and improves performance and fuel
increases exhaust temperature. economy during cold weather start-up.
Optional Features Chassis Mounted Features

Optional features include the following: A Charge Air Cooler (CAC) is an air-to-air heat
exchanger, which increases the density of the air
• Air compressor
charge.
• Hydraulic pump
The Aftertreatment System, part of the larger exhaust
• Engine brake system, processes engine exhaust to meet tailpipe
emission requirements.
• Exhaust brake
• The Pre-Diesel Oxidation Catalyst (PDOC) aids in
An air compressor is available for applications that
creating the required exothermic reaction before
require air brakes or air suspension.
the exhaust gas enters the Diesel Oxidation
A hydraulic power steering pump can be used with or Catalyst (DOC).
without the air compressor.
• The Diesel Oxidation Catalyst (DOC) oxidizes
Engine brake and exhaust brake systems are carbon monoxide, hydrocarbons, and small
available for applications that could benefit from amounts of nitrogen oxide in the exhaust stream.
added speed reduction capability.
• The Diesel Particulate Filter (DPF) captures and
oxidizes particulates in the exhaust stream and
Optional Cold Climate Features
stores non-combustible ash.
Optional cold climate features include the following:
• Oil pan heater
EGES-455-1
1 ENGINE SYSTEMS 11
Engine Component Locations (245 hp and above)
Figure 3 Component location – top

1. Alternator bracket 7. Valve cover 12. Interstage cooler (245 hp and
2. High-pressure turbocharger 8. Intake Air Heater (IAH) relay above)
outlet assembly 13. Interstage cooler inlet elbow
3. Low-pressure turbocharger 9. Air and EGR mixer duct (245 hp and above)
4. Exhaust back pressure valve 10. EGR valve 14. Interstage cooler inlet duct (245
5. Hydrocarbon injector assembly 11. Fuel filter cap hp and above)
6. Exhaust brake valve assembly
EGES-455-1
12 1 ENGINE SYSTEMS
Figure 4 Component location – front

1. Deaeration hose elbow 6. Vibration damper assembly 11. High-pressure turbocharger
2. Front cover 7. Water inlet elbow outlet
3. Fan drive pulley 8. Water pump pulley 12. Water outlet tube assembly
4. Air compressor assembly 9. Automatic belt tensioner
5. Front engine mounting bracket 10. Turbo air inlet duct
EGES-455-1
1 ENGINE SYSTEMS 13
Figure 5 Component location – exhaust side

1. Turbocharger heat shield 7. Coolant return tube assembly 13. Oil filter assembly
2. Dual stage turbocharger (high fin density EGR cooler) 14. Exhaust back pressure valve
assembly 8. Breather inlet tube 15. EGR cooler assembly
3. Lifting eye 9. Crankcase breather assembly 16. Turbo oil supply tube assembly
4. Coolant supply housing with turbine 17. Exhaust brake valve assembly
(refrigerant compressor mount) 10. Coolant return tube
5. Coolant supply tube assembly 11. M16 plug assembly (coolant
(high fin density EGR cooler) drain under oil cooler module)
6. Breather outlet tube 12. Oil cooler module
EGES-455-1
14 1 ENGINE SYSTEMS
Figure 6 Component location – intake side

1. Electric fuel pump 8. Downstream Injection (DSI) feed 15. Oil pan
2. Fuel filter cap tube assembly 16. Air compressor assembly
3. Water drain valve assembly 9. Injection unit inlet tube assembly 17. Oil supply hose (air compressor)
4. Exhaust Gas Recirculation 10. Intake manifold 18. Coolant supply hose (air
(EGR) valve 11. Engine Control Module (ECM) compressor)
5. Air and EGR mixer duct 12. Coolant return hose (air 19. High pressure oil pump
6. Downstream Injection (DSI) compressor) 20. Fuel filter assembly with heater
assembly 13. Power steering pump assembly 21. Electric fuel pump inlet
7. Lifting eye 14. Oil drain hose (air compressor)
EGES-455-1
1 ENGINE SYSTEMS 15
Figure 7 Component location – rear

1. Deaeration hose elbow 6. Exhaust brake valve to actuator 10. Flywheel
2. Interstage cooler (245 hose 11. EGR crossover duct
horsepower and above) 7. Exhaust pipe assembly 12. Oil filler tube
3. Valve cover 8. Rear engine mounting bracket
4. Cylinder head assembly (2)
5. Injection unit inlet tube assembly 9. Flywheel housing assembly
EGES-455-1
16 1 ENGINE SYSTEMS
Air Management System (AMS)
Figure 8 Air Management System (AMS)
The AMS includes the following: • Air and EGR mixer duct
• Air filter assembly • Exhaust and intake valves
• Low-pressure turbocharger • Exhaust Gas Recirculation (EGR) system
• Interstage Cooler (ISC) (245 hp and above) • Exhaust system
• High-pressure turbocharger • Exhaust back pressure valve
• High-pressure Charge Air Cooler (HPCAC) • Exhaust – aftertreatment
• Engine Throttle Valve (ETV)
EGES-455-1
1 ENGINE SYSTEMS 17
Air Flow – Pre Combustion low-pressure turbocharger and the exhaust back
pressure valve assembly.
Fresh air from the air filter enters the low-pressure
compressor where it is compressed and directed The exhaust back pressure valve acts as
into the ISC (245 hp and above ratings), if equipped. an aftertreatment device to regulate exhaust
If not equipped with ISC, compressed air from the temperatures.
low-pressure compressor is piped directly to the
Exhaust gases flow from the engine through the
high-pressure compressor inlet. The high-pressure
vehicle aftertreatment system to the exhaust tail pipe.
turbocharger further increases the intake air pressure.
The hot compressed air flows into the HPCAC where
it is cooled, then through the Engine Throttle Valve
Air Management Components
(ETV) on the air and EGR mixer duct.
Turbochargers
If the EGR valve is open, exhaust gas enters the high
fin density EGR cooler from the rear of the exhaust MaxxForce® DT, 9, and 10 engines are equipped with
manifold and is transferred to the intake manifold an electronically controlled two stage turbocharging
via the EGR crossover duct. The exhaust gas then system. This system provides high levels of charge air
passes through a port in the intake manifold to the pressure to improve engine performance and to help
air and EGR mixer duct where it is mixed with filtered reduce emissions. Because of its ability to generate
intake air. This mixture then flows through the intake very high charge air pressure levels, and to avoid
manifold and into the cylinder head. Charge Air Cooler (CAC) overloading conditions, the
system is fitted with a spring loaded turbocharger
If the EGR valve is closed, only filtered intake air flows
wastegate.
through the ETV, air and EGR mixer duct, and into the
intake manifold. The turbocharger wastegate is actuated by charge
air pressure. The air pressure to the turbocharger
wastegate actuator is controlled by the Turbocharger
Air Flow – Post Combustion 2 Wastegate Control (TC2WC) valve. The TC2WC
valve is controlled by Pulse Width Modulation (PWM)
After combustion, gases exit through the cylinder
signals from the Electronic Control Module (ECM).
head exhaust valves and ports. Exhaust gas is forced
through the exhaust manifold where, depending The high and low-pressure turbochargers are installed
on the EGR valve position, it is split between the as an assembly on the exhaust manifold, on right side
EGR system and the high-pressure turbocharger, of engine.
EGES-455-1
18 1 ENGINE SYSTEMS
Figure 9 Low and high-pressure turbocharger components (below 245 hp shown)

1. High-pressure turbine housing 7. Breather outlet tube 13. High-pressure turbine inlet
2. High-pressure turbocharger 8. High-pressure turbo oil drain 14. Low-pressure turbine housing
outlet tube 15. Low-pressure bearing housing
3. Turbo wastegate actuator 9. Low-pressure turbo oil drain 16. Low-pressure compressor
4. Turbocharger 2 Wastegate tube housing
Control (TC2WC) valve 10. Turbo oil supply tube assembly 17. Air crossover duct
5. Turbo air inlet duct 11. Low-pressure turbine outlet
6. Low-pressure compressor 12. High-pressure compressor
housing housing
The high-pressure turbocharger is connected directly low-pressure turbine housing and exits through the
to the exhaust manifold through the high-pressure low-pressure turbine outlet.
turbine inlet. The high-pressure turbocharger is
equipped with a wastegate that regulates the
turbocharger boost by controlling the amount of Interstage Cooler (ISC)
exhaust gases that pass through the high-pressure
The ISC is installed between the low-pressure and the
turbine. When demand for power is low, such as
high-pressure compressor housings for applications
during cruising speed, the turbocharger wastegate
with 245 hp and above. The ISC air inlet is connected
opens allowing part of the exhaust gas flow to bypass
to the low-pressure compressor outlet and uses
the high-pressure turbine.
engine coolant to regulate the charge air temperature.
The low-pressure turbine is attached directly to the The ISC air outlet is connected to the compressor
output of the high-pressure turbine. The exhaust gas inlet on the high-pressure turbocharger.
enters the low-pressure turbocharger through the
EGES-455-1
1 ENGINE SYSTEMS 19
High-pressure Charge Air Cooler (HPCAC) actuator. The Pulse Width Modulated (PWM) signals
sent to the TC2WC valve by the Electronic Control
The HPCAC is installed between the high-pressure
Module (ECM) are based on input signals from the
turbocharger and the Engine Throttle Valve (ETV).
Exhaust Back Pressure (EBP) sensor.
The HPCAC air inlet is connected to the high-pressure
compressor outlet and uses air-to-air to regulate the When demand for power is high, such as during
charge air temperature. The HPCAC air outlet is acceleration, the TC2WC valve opens the wastegate
connected directly to the ETV body. which allows exhaust gas to enter the HP
turbocharger in addition to the LP turbocharger.
Once the vehicle reaches cruising speed, the TC2WC
Turbocharger 2 Wastegate Control (TC2WC) Valve valve will close the wastegate and direct exhaust gas
away from the HP turbocharger and only through the
The TC2WC valve controls the turbocharger
LP turbocharger.
wastegate actuator by regulating the amount of
charge air pressure supplied to the wastegate
EGES-455-1
20 1 ENGINE SYSTEMS
Exhaust Gas Recirculation (EGR) System
Figure 10 EGR system

1. EGR crossover duct 4. Engine throttle valve 7. High fin density EGR cooler
2. Air and EGR mixer duct 5. Intake manifold assembly assembly
assembly 6. Exhaust manifold assembly 8. Coolant supply tube
3. EGR valve assembly 9. Coolant return tube
The EGR system includes the following: • Coolant return tube

• Air and EGR mixer duct assembly • EGR cooler assembly
• Engine throttle valve • EGR crossover duct
• EGR valve assembly The EGR system reduces Nitrogen Oxide (NOX)
engine emissions. NOX forms during a reaction
• Coolant supply tube
between nitrogen and oxygen at high temperatures
EGES-455-1
1 ENGINE SYSTEMS 21
during combustion. Combustion starts when fuel is EGR Closed Loop System
injected into the compressed combustion chamber.
EGR Flow
When EGR is commanded, the EGR valve opens and
allows exhaust gas from the exhaust manifold to flow
into the EGR cooler for cooling. This cooled exhaust
gas is directed through the EGR crossover duct into a
port in the intake manifold and directed to the air and
EGR mixer duct where it is mixed with filtered intake
air.
EGR Valve
The EGR valve consists of three major components,
a valve, an actuator motor, and an Integrated Circuit
Figure 11 EGR closed loop system
(IC).
The EGR valve is installed in the air and EGR mixer
duct assembly on the intake side of the engine. The ECM commands EGR valve position based on
engine speed and load conditions. The EGR control
The EGR valve uses a DC motor to control position
valve provides feedback to the ECM on current valve
of the valve assembly. The motor pushes directly on
position.
the valve stem to open. The valve assembly has two
poppets on a common shaft.
The IC has three hall effect position sensors to monitor
valve movement.
Figure 12 EGR control
EGES-455-1
22 1 ENGINE SYSTEMS
Crankcase Ventilation System
Figure 13 Crankcase ventilation system

1. Valve cover 4. Housing assembly (breather) 7. Breather outlet tube
2. Turbocharger air inlet duct 5. Housing assembly (turbine) 8. High-pressure turbo drain tube
3. Crankcase breather inlet tube 6. Low-pressure turbo drain tube
The crankcase ventilation system uses an engine A high-speed centrifugal oil separator, driven by
mounted oil separator to return oil to the crankcase. engine oil pressure, separates and directs oil to the
The excess crankcase pressure is vented back into side of housing assembly. The separated oil drains
the intake system. into the oil separator turbine housing, through the
crankcase, and into the oil pan. The oil separator
Oil extracted blow-by gases flow from the valve cover
is located inside and towards the top of the housing
through the crankcase breather inlet tube into the
assembly.
breather housing assembly.
EGES-455-1
1 ENGINE SYSTEMS 23
The turbine housing also provides oil drainage from

the low-pressure and high-pressure turbochargers.
The low-pressure and high-pressure turbo oil drain
tubes direct turbocharger drain oil into the turbine
housing. The oil drains out of the turbine housing,
through the crankcase, and into the oil pan.
Blow-by gases are directed through the breather outlet
tube and into the turbocharger air inlet duct.
Aftertreatment (AFT) System
Figure 14 Aftertreatment (AFT) system
The AFT System, part of the larger exhaust system, • Monitors exhaust pressure before and after
processes engine exhaust to meet emissions the Diesel Particulate Filter (DPF) and adapts
requirements. The AFT system traps particulate engine operating characteristics to compensate
matter (soot) and prevents it from leaving the tailpipe. for increased back pressure
• Controls engine operating parameters to make
AFT Control System
regeneration automatic
The control system performs the following functions:
• Maintains vehicle and engine performance during
• Monitors exhaust gases, the aftertreatment regeneration
system, and controls engine operating
parameters for emission processing and failure Sensors
recognition
Sensors output an electronic signal based on
• Cancels regeneration in the event of catalyst or temperature or pressure. The signals are used
sensor failure by the control system to regulate the aftertreatment
function.
The sensors measure the temperature and pressure
at the center of the exhaust flow.
EGES-455-1
24 1 ENGINE SYSTEMS
Exhaust Back Pressure Valve • Provides heat for exhaust system warm-up
The exhaust back pressure valve also acts as • Aids in system temperature management for the
an aftertreatment device to manage exhaust DPF
temperatures. The ECM will signal the exhaust back
pressure valve to change the amount of air passing Diesel Particulate Filter (DPF)
through the valve into the exhaust and through the
The DPF does the following:
DOC and DPF. The ECM interprets the increased
back pressure as an increased load. In response to • Captures and temporarily stores carbon-based
the increased pressure/load, the engine increases particulates in a filter
speed to meet the demand, resulting in increased
• Allows for oxidation (regeneration) of stored
exhaust temperature.
particulates once back pressure increases to a
predetermined level
Pre-Diesel Oxidation Catalyst (PDOC)
• Stores noncombustible ash
The PDOC does the following:
• Aids in creating an exothermic reaction to improve AFT Conditions and Responses
exhaust emissions
The operator is alerted audibly or with instrument
• Allows for more efficient operation of the panel indicators of system status. Automatic or
aftertreatment system manual regeneration is required when levels of soot
exceed acceptable limits. For additional information
Diesel Oxidation Catalyst (DOC) see the applicable Vehicle Operator Manual and the
vehicle visor placard.
The DOC does the following:
• Oxidizes hydrocarbons and carbon monoxide
(CO) in exhaust stream
EGES-455-1
1 ENGINE SYSTEMS 25
Downstream Injection System
Figure 15 Aftertreatment (AFT) system

1. Downstream Injection (DSI) 3. Hydrocarbon injector assembly 6. Downstream Injection (DSI) feed
assembly 4. Injector coolant outlet tube tube assembly
2. Injection unit inlet tube assembly 5. Injector coolant inlet tube
The downstream injection system includes the When the ACM signals the shutoff valve to open,
following: fuel pressure increases in the upstream cavity of
the DSI assembly housing. The upstream pressure
• Aftertreatment Control Module (ACM)
sensor immediately signals the ACM that pressure is
• Hydrocarbon injector assembly increased by available fuel. The ACM then signals
the dosing valve to open, allowing a specific amount
• Downstream Injection (DSI) assembly
of fuel to be injected into the injector unit inlet tube
• Coolant lines assembly to the hydrocarbon injector assembly.
• Fuel lines Fuel is injected into the exhaust stream from the
hydrocarbon injector assembly which increases the
The Aftertreatment Control Module (ACM) is mounted
temperature inside the Diesel Particulate Filter (DPF)
on the chassis of the vehicle. The ACM receives
in order to convert soot to ash more efficiently.
signals from the ECM and then signals the DSI
assembly. The hydrocarbon injector assembly is cooled with
engine coolant from the EGR cooler assembly.
The DSI assembly is installed on the left rear of the
engine above the intake manifold.
EGES-455-1
26 1 ENGINE SYSTEMS
Fuel Management System
Figure 16 Fuel management system
The fuel management system includes the following: • Fuel supply system
• Lubrication system • Fuel injectors
• Injection Control Pressure (ICP) system • Electronic control system
• Engine Compression Brake (ECB)
EGES-455-1
1 ENGINE SYSTEMS 27
ICP System
Figure 17 Injection Control Pressure (ICP) system

1. Engine Compression Brake 5. High-pressure oil manifold 11. Injection Pressure Regulator
Pressure (ECBP) sensor 6. Injector oil inlet from (IPR) valve
2. O-ring (2) high-pressure oil manifold 12. Oil inlet from front cover reservoir
3. Engine Compression Brake 7. Oil outlet (2) 13. High-pressure oil pump
(ECB) valve 8. Fuel inlet port (4) assembly
4. Injection Control Pressure (ICP) 9. 70 degree elbow 14. Fuel injector assembly (6)
sensor 10. High-pressure oil hose
EGES-455-1
28 1 ENGINE SYSTEMS
High-Pressure Oil Flow

The lubrication system supplies the oil reservoir
located in the front cover. The reservoir provides oil
for the high-pressure oil pump. The pump is mounted
on the backside of the front cover and is gear driven
by the upper idler gear.
High-pressure oil is directed to the high-pressure oil
hose, cylinder head passage, and high-pressure oil
manifold.
High-pressure oil is used by the fuel injectors to
pressurize and inject fuel in the cylinders. This occurs
when the OPEN coil for each fuel injector is energized.
Excess high-pressure oil is directed to the crankcase
sump by the Injection Pressure Regulator (IPR) valve.
The IPR valve is controlled by the Electronic Control
Module (ECM) to maintain a desired injection control
pressure.
If equipped with the optional engine brake, some
high-pressure oil is directed internally to the engine
brake pistons when the engine compression brake is
activated. Since these two systems share a common
gallery, a problem with the engine compression brake
system can adversely affect injection control pressure
and vise versa.
ICP Closed Loop System
Figure 18 ICP closed loop system
The ICP (Injection Control Pressure) system is a commands the IPR duty cycle to adjust pressure to
closed loop system that uses the ICP sensor to match engine requirements.
continuously provide feedback to the ECM. The ECM
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1 ENGINE SYSTEMS 29
ICP Control System
Figure 19 ICP control system
The IPR valve receives a Pulse Width Modulated When the ICP electrical signal is out-of-range, the
(PWM) signal from the ECM. This controls the on and ECM sets a fault code.
off time the IPR valve is energized. The on/off time
When ICP signals are out-of-range, the ECM ignores
is controlled by the ECM to meet calibrated desired
them and goes into open loop operation. The IPR
values.
valve will operate from programmed default values.
The IPR valve is mounted in the body of the
The ICP sensor is installed in the high-pressure oil
high-pressure pump. The IPR valve maintains
manifold under the valve cover.
desired ICP by dumping excess oil back into the
crankcase sump.
As demand for ICP increases, the ECM increases the
current to the IPR valve solenoid. When demand
for ICP decreases, the duty cycle to the IPR valve
decreases and more oil is allowed to flow back to the
crankcase sump.
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30 1 ENGINE SYSTEMS
Fuel Injector Fuel Injector Features

Two 50 volt, 25 amp coils control a spool valve that
directs oil flow in and out of the injector. Each injector
has a single four pin connector that connects to the
valve cover gasket assembly.
Injector Coils and Spool Valve

An OPEN coil and a CLOSE coil on the injector move
the spool valve from side to side using magnetic force.
The spool has two positions:
• When the spool valve is open, oil flows into the
injector from the high-pressure oil manifold.
• When the spool valve is closed, oil exits from
the top of the fuel injector and drains back to the
crankcase.
Intensifier Piston and Plunger

When the spool valve is open, high-pressure oil enters
the injector, pushing down the intensifier piston and
plunger. Since the intensifier piston is 10 times greater
in surface area than the plunger, the fuel injection
pressure is also 10 times greater than injection control
pressure on the plunger.
Plunger and Barrel

Fuel pressure builds at the base of the plunger in the
barrel. When the intensifier piston pushes the plunger
down, the plunger increases fuel pressure in the barrel
10 times greater than injection control pressure. The
plunger has a hardened coating to resist scuffing.
Figure 20 Fuel injector
1. Upper O-ring Injector Needle
2. Lower O-ring The injector needle opens inward when fuel pressure
3. Nozzle gasket overcomes the Valve Opening Pressure (VOP). Fuel
4. Injector nozzle is atomized at high-pressure through the nozzle tip.
5. Fuel inlet port
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Fuel Injector Operation Low-pressure fuel fills the four ports and enters
through the edge filter on its way to the chamber
The injector operation has three stages:
beneath the plunger. The needle control spring holds
• Fill stage the needle onto its seat to prevent fuel from entering
the combustion chamber.
• Injection
• End of injection Injection
1. A pulse-width controlled current energizes the
OPEN coil. Magnetic force moves the spool
valve open. High-pressure oil flows past the
spool valve and onto the top of the intensifier
piston. Oil pressure overcomes the force of
the intensifier piston spring and the intensifier
starts to move down. An increase in fuel
pressure under the plunger seats the fuel inlet
check ball, and fuel pressure starts to build on
the needle.
2. The pulse-width controlled current to the
OPEN coil is shut off, but the spool valve
remains open. High-pressure oil from the
high-pressure oil manifold continues to
flow past the spool valve. The intensifier
piston and plunger continue to move and fuel
pressure increases in the barrel. When fuel
pressure rises above the VOP, the needle
lifts off its seat and injection begins.
End of Injection
1. When the ECM determines that the correct
injector on-time has been reached (the
correct amount of fuel has been delivered),
the ECM sends a pulse-width controlled
current to the CLOSE coil of the injector.
The current energizes the CLOSE coil
and magnetic force closes the spool valve.
High-pressure oil is stopped against the spool
valve.
2. The pulse-width controlled current to close
the coil is shut off, but the spool valve remains
closed. Oil above the intensifier piston flows
Figure 21 Fuel injector cross section past the spool valve through the exhaust
ports. The intensifier piston and plunger
return to their initial positions. Fuel pressure
Fill Stage decreases until the needle control spring
During the fill stage, both coils are de-energized and forces the needle back on its seat.
the spool valve is closed. High-pressure oil from the
high-pressure oil manifold is stopped at the spool
valve.
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32 1 ENGINE SYSTEMS
Fuel Supply System
Figure 22 Low-pressure fuel system

1. Cylinder Head 8. Water In Fuel (WIF) sensor 13. Low pressure fuel rail (cast in
2. Fuel injector assembly (6) 9. 250 watt heater assembly intake manifold)
3. Fuel filter cap (optional)
4. M8 x 75 stud bolt (3) 10. Voss® Stop Flow adapter
5. Diagnostic coupling assembly assembly (fuel inlet)
and dust cap 11. Fuel filter assembly (with
6. Water drain valve assembly optional heater)
7. M8 x 75 bolt 12. Electric fuel pump assembly
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Fuel Supply System Flow
Figure 23 Fuel flow
The electric fuel pump draws fuel through the fuel lines If water is in the fuel, the fuel filter element repels the
from the fuel tank. Fuel enters the fuel filter assembly water. The water is collected at the bottom of the main
and passes through the 100 micron strainer. filter element cavity in the fuel filter assembly.
An optional 250 watt electric heating element is Fuel flows through the 5 micron filter element and the
available to warm incoming fuel to prevent waxing standpipe. The filter element removes debris from the
and optimize cold weather performance. The heater fuel. The standpipe prevents fuel from draining from
is installed in the fuel filter assembly, below the the fuel rail during service.
electric fuel pump.
Fuel flows from the strainer through the electric fuel
pump to the fuel filter for further conditioning.
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34 1 ENGINE SYSTEMS
Figure 24 Fuel filter assembly components

1. M5 x 25 screw (3) 14. Fuel filter assembly with heater 26. O-ring seal
2. Electric fuel pump 15. M8 x 75 stud bolt (3) 27. Water In Fuel (WIF) sensor
3. Pump cover and housing O-ring 16. Fuel pressure regulator valve 28. 250 watt heater assembly
(2) assembly (optional)
4. Pump adapter 17. Fuel pressure regulator spring 29. Heater plug O-ring gasket
5. 3.53 x 40.87 ID O-ring 18. Cover plate seal 30. Dust cap
6. Pump strainer 19. Bottom cover plate 31. Diagnostic coupling
7. M6 screw (3) 20. Sensor O-ring 32. #906 O-ring
8. Port cover 21. Fuel Delivery Pressure (FDP) 33. M8 x 75 bolt
9. Port cover seal sensor 34. Voss® Stop Flow adapter
10. Fuel filter cap 22. M6 screw (7) assembly (fuel inlet)
11. O-ring gasket 23. O-ring 35. Gasket
12. Fuel filter element 24. Water drain valve assembly
13. Irregular molded gasket 25. M5 x 18 Torx® screw (2)
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When the maximum amount of water is collected in then drains out and back to the tank to provide
the element cavity, the WIF sensor sends a signal improved cleanliness during servicing. When fuel
to the Electronic Control Module (ECM). The ECM lines are removed, a check valve eliminates spillage
turns on the amber Water In Fuel lamp located on the and ensures fuel line cleanliness.
instrument panel.
The Fuel Delivery Pressure (FDP) sensor detects
A water drain valve is located on the fuel filter low fuel pressure caused by a fuel restriction or dirty
assembly and can be opened to drain contaminants fuel filter. The FDP sensor sends a signal to the
(usually water) from the assembly. ECM when pressure is below programmed values
for various engine conditions. The ECM turns on an
A fuel pressure regulator valve is built into the fuel filter
amber FUEL FILTER lamp located on the instrument
assembly. The regulator valve is calibrated to relieve
panel.
excessive fuel pressure. Excess fuel is sent through
a fuel return line back to the fuel tank. Return fuel is Filtered fuel flows from the fuel filter assembly into the
not filtered. fuel rail. The fuel rail is an integral part of the intake
manifold. Fuel flows into six cylinder head passages
Fuel continuously flows from the top of the filter
to each fuel injector.
element cavity, through a 0.2 mm air bleed orifice
(filter center tube feature), and into the return fuel line. When the fuel injectors are activated, fuel flows from
This aids in removing trapped air from the element the fuel passages through the injector inlet ports and
cavity as a result of servicing. into the fuel injectors.
When the fuel filter is removed, a drain-to-tank port
valve is opened. Fuel present in the filter assembly
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Engine Lubrication System
Figure 25 Lubrication system

1. Unfiltered oil 10. Dual stage turbocharger 18. Piston cooling tube (6)
2. Cooled unfiltered oil 11. Oil cooler 19. Main filtered oil gallery
3. Filtered oil 12. Oil filter 20. Camshaft
4. Crankcase breather assembly 13. Oil cooler module assembly 21. Crankcase
5. Oil pump 14. Oil pressure regulator relief 22. Vertical gallery
6. Front cover valve 23. Cylinder head
7. Reservoir for high-pressure oil 15. Regulator relief valve drain to 24. Valve cover
pump sump 25. Rocker arm assembly oil gallery
8. Unfiltered oil gallery 16. Oil pan assembly 26. Air compressor (optional)
9. Pick-up tube 17. Crankshaft
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Oil Flow
Figure 26 Lubrication system
Unfiltered oil is drawn from the oil pan through the When the filter is restricted, the oil filter bypass
pickup tube and front cover passage by the crankshaft (located in the oil filter can) opens and allows oil to
driven oil pump. Pressurized oil is forced through a bypass the filter to maintain engine lubrication. The
front cover passage, into the crankcase gallery, and filter bypass valve opens when pressure reaches 414
to the oil system module assembly. Oil flow into the kPa (60 psi).
oil cooler is controlled by the thermal bypass valve.
After passing through the filter, the oil travels past the
The thermal bypass valve allows unfiltered oil to oil pressure regulator. The regulator directs excess
bypass the oil cooler when the oil temperature is cold, oil back to the oil pan to maintain oil pressure at a
and flow directly to the oil filter. As the oil temperature maximum of 393 kPa (57 psi).
begins to warm, the thermal bypass valve begins to
Clean regulated oil enters the main oil gallery of the
open. This allows unfiltered oil to flow into the oil
engine to lubricate the crankshaft, camshaft, and
cooler and oil filter.
tappets. The crankshaft has cross-drillings that direct
When the oil temperature is hot, the thermal bypass oil to the connecting rods.
valve is fully open. This allows all unfiltered oil to flow
Oil is also provided to the high-pressure reservoir
through the oil cooler before entering the oil filter.
through a passage in the front cover.
Unfiltered oil moves through plates in the oil cooler
Piston cooling jets continuously direct cooled oil to the
heat exchanger. Engine coolant flows around the
bottom of the piston crowns.
plates to cool the surrounding oil.
Oil is provided to the cylinder head from the rear
Oil that exits or bypasses the oil cooler mixes and
cam bearing through a passage at the rear of the
enters the spin-on oil filter. Oil flows from outside the
crankcase. Oil flows through a passage in the
filter element towards the inside to remove debris.
EGES-455-1
38 1 ENGINE SYSTEMS
cylinder head and rear rocker shaft support, then module assembly to the center housing of each
enters the hollow rocker shaft, which lubricates the turbocharger. Oil drains back to the crankcase
rocker arms. through drain tubes connected to the base of the
breather housing assembly.
The crankcase breather assembly oil separator is
driven by unfiltered oil pressure taken from the right The optional air compressor is lubricated with filtered
side of the crankcase. Oil flows from the crankcase engine oil through a flexible hose. The hose is
into the breather assembly oil separator. Passages connected to a tee on the left side of the crankcase
direct the oil through a pressed brass nozzle that near the Engine Oil Pressure (EOP) sensor. Oil
controls oil flow into the drive oil separator wheel. drains into the front cover and to the oil pan. Oil
Oil drains into the base and mixes with oil from the can also drain from the bottom of the air compressor
breather system. The collected oil drains into the through a tube into the crankcase.
crankcase and then into the oil pan.
The front gear train is splash lubricated with oil
The turbocharger is lubricated with filtered oil from that drains from the high-pressure reservoir and the
a supply tube assembly that connects the oil cooler optional air compressor.
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Engine Cooling System
Figure 27 Cooling system components and flow
Cooling System Description • Coolant supply housing/coolant port

The engine cooling system includes the following: • EGR cooler
• Chassis mounted radiator • Coolant surge tank
• Low temperature radiator (if equipped) • Coolant heater (if equipped)
• Low temperature radiator thermostat (if equipped) The water pump pushes coolant into the crankcase,
low temperature radiator, and EGR cooler.
• Interstage cooler (if equipped)
Coolant flows to the crankcase and through the water
• Coolant fan
jackets from front to rear. Coolant flows around
• Water inlet elbow the cylinder liners to absorb heat from combustion.
Coolant may also pass by the optional engine coolant
• Front engine cover
heater.
• Water pump
Swirling coolant flow in the cylinder liner jackets
• Crankcase directs coolant through passages in the cylinder head
gasket and upwards into the cylinder head.
• Cylinder sleeves
Coolant flows through the cylinder head water jackets
• Cylinder head
towards the thermostat cavity at the front of the
• Oil cooler module assembly cylinder head. When the thermostat is closed, coolant
is directed through the bypass port, crankcase, front
• Air compressor
cover, and into the water pump. When the thermostat
• Thermostat
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40 1 ENGINE SYSTEMS
is open, the bypass port is blocked, and coolant is The surge tank provides expansion space for coolant
directed through the radiator. and deaerates the cooling system. The following four
vents provide coolant to the tank:
Coolant passes through the radiator and is cooled by
moving air from the coolant fan. Coolant returns to the • Engine vent (top of coolant supply housing)
engine through the inlet elbow and front cover.
• EGR vent (top of EGR cooler)
The air compressor is cooled with engine coolant
• Main radiator vent (top of radiator)
supplied by a hose from the left side of the crankcase.
Coolant passes through the air compressor and • Interstage cooler vent (top of interstage cooler)
returns to the cylinder head through a passage in the
The surge tank returns coolant through the surge line,
crankcase.
back to the water pump inlet.
The oil cooler module assembly receives coolant
Cab heat is provided by the heater core, which
from a passage in the crankcase. Coolant passes
receives warmed coolant from the coolant supply
between the oil cooler plates and returns through a
housing.
tube connected to the coolant supply housing.
The EGR cooler receives coolant from the water
pump through a supply tube at the rear of the front Cooling System Components
cover. Coolant passing through the EGR cooler, flows
Coolant Heater (optional)
through the cooler plates, cools the exhaust gas, and
exits through a tube to the rear of the front cover that An optional coolant heater is available to warm engine
returns coolant to the pump inlet. The hydrocarbon coolant in cold weather. The coolant heater warms the
injector assembly receives and returns coolant to the coolant surrounding the cylinders. Warmed engine
EGR cooler. coolant aids in cold engine start-up and performance.
The coolant heater is installed on the left side of the
The EGR coolant supply tube also branches off to
crankcase, in front of the Electronic Control Module
the low temperature radiator and to the interstage
(ECM).
cooler (above 245 hp), if equipped. For engines with
ratings above 245 hp, the coolant is routed through
the low temperature thermostat, then through the
Thermostat Operation
low temperature radiator to the interstage cooler.
Coolant is regulated by the low temperature radiator Coolant travels through two ports after it passes
thermostat. Warm coolant is directed to the low through the thermostat. One port directs coolant
temperature radiator and into the interstage cooler. to the radiator when the engine is at operating
Cold coolant bypasses the low temperature radiator temperature. The other port directs coolant to the
and moves directly into the interstage cooler. water pump until the engine reaches operating
temperature. The thermostat begins to open at 88 °C
The interstage cooler uses coolant to lower
(190 °F) and is fully open at 96 °C (205 °F).
the charged air temperature that exits from the
turbocharger low-pressure compressor and enters
the turbocharger high-pressure compressor.
EGES-455-1
1 ENGINE SYSTEMS 41
Figure 28 Thermostat closed Figure 29 Thermostat open
1. Coolant flow to heater port 1. Coolant out to radiator

2. Coolant in from engine 2. Coolant flow to heater port
3. Bypass to water pump 3. Coolant in from engine
When engine coolant is below 88 °C (190 °F), the When coolant temperature reaches the nominal
thermostat is closed, blocking flow to the radiator. opening temperature of 88 °C (190 °F), the thermostat
Coolant is forced to flow through a bypass port back opens allowing some coolant to flow to the radiator.
to the water pump. When coolant temperature exceeds 96 °C (205 °F),
the lower seat blocks the bypass port directing full
coolant flow to the radiator.
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42 1 ENGINE SYSTEMS
Low Temperature Radiator (LTR) Thermostat Engines equipped with Interstage Cooler (ISC) will
Operation also have a Low Temperature Radiator (LTR) and
LTR thermostat. The LTR thermostat is a wax element
thermostat in a housing with one inlet port and two
outlet ports. During cold engine operation (thermostat
closed), coolant is directed to the ISC directly, through
the bypass port. At normal operating temperature
(thermostat open), coolant is directed to the LTR first
and then to the ISC. The thermostat begins to open
at 90 °C (194 °F) and is fully open at 98 °C (209 °F).
The LTR thermostat is installed on the chassis near
the LTR.
Figure 30 LTR thermostat

1. Thermostat outlet to low temperature radiator
2. Thermostat inlet
3. Thermostat bypass to ISC
EGES-455-1
1 ENGINE SYSTEMS 43
Electronic Control System

Electronic Control System Components
Figure 31 Electronic Control System
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44 1 ENGINE SYSTEMS
Operation and Function Actuators

The Electronic Control Module (ECM) monitors and The ECM controls engine operation with the following:
controls engine performance to ensure maximum
• Exhaust Gas Recirculation (EGR) valve
performance and adherence to emissions standards.
The ECM performs the following functions: • Intake Air Heater (IAH) relay
• Provides Reference Voltage (VREF) • Engine Throttle Valve (ETV) and position sensor
• Conditions input signals • Turbocharger 2 Wastegate Control (TC2WC)
valve (turbocharger wastegate actuator)
• Processes and stores control strategies
• Exhaust Back Pressure Valve (EBPV)
• Controls actuators
• Engine Compression Brake (ECB) valve
• Injection Pressure Regulator (IPR) valve
Reference Voltage (VREF)
The ECM internal Power supply generates 5.0V
(Vcc) for the internal components, a reference Exhaust Gas Recirculation (EGR) Valve
voltage of 5.0V for the A/D converters and also three The EGR valve controls the flow of exhaust gases to
independent short circuit protected 5.0V tracking the air and EGR mixer duct.
voltages (V_REF_1, V_REF_2, V_REF_3) for external
devices. The EGR valve receives the desired valve position
from the ECM for exhaust gas recirculation.
• VREF 1 supplies 5 volts to engine sensors
Sensors within the EGR valve provide feedback to the
• VREF 2 supplies 5 volts to vehicle aftertreatment ECM on valve position and temperature. A fault code
and pedal will be set if the ECM detects an error.
• VREF 3 supplies 5 volts to body builder and pedal
Intake Air Heater (IAH) Relay
Microprocessor The IAH system warms the incoming air supply prior
The ECM microprocessor stores operating to cranking to aid cold engine starting.
instructions (control strategies) and value tables The ECM is programmed to energize the IAH
(calibration parameters). The ECM compares stored element through the IAH relay while monitoring
instructions and values with conditioned input values certain programmed conditions for engine coolant
to determine the correct strategy for all engine temperature, engine oil temperature, and atmospheric
operations. pressure.
The ECM activates the IAH relay. The relay supplies
Actuator Control battery voltage to the heater elements for a set
time, depending on engine coolant temperature and
The ECM controls the actuators by applying a low altitude.
level signal (low side driver) or a high level signal (high
side driver). When switched on, the drivers complete
a ground or power circuit to an actuator. Engine Throttle Valve (ETV) and Position Sensor
Actuators are controlled in one of the following ways, The engine throttle valve controls the flow of inlet
depending upon type of actuator: air to regulate operating temperature for exhaust
aftertreatment and base engine operation.
• Duty cycle (percent time on/off)
The integral throttle actuator controls the engine
• Controlled pulse width throttle valve.
• Switched on or off The throttle actuator receives the desired engine
throttle valve position from the ECM to activate the
EGES-455-1
1 ENGINE SYSTEMS 45
throttle valve. The throttle position sensor provides or decreasing exhaust gas back pressure and
feedback to the ECM on the throttle valve position. temperature to allow the DOC and DPF to function
efficiently.
Turbocharger 2 Wastegate Control (TC2WC) valve

(turbocharger wastegate actuator) Engine Compression Brake (ECB) valve
The turbocharger wastegate actuator regulates the The Engine Compression Brake (ECB) valve controls
charge air pressure by controlling the amount of pressure entering the brake oil gallery from the
exhaust gases that pass through the high-pressure injector oil gallery. This activates the brake actuator
turbine. pistons and opens the exhaust valves. The ECB
valve is installed in the center of the high-pressure oil
The TC2WC valve receives the command signal from
manifold.
the ECM. When the charge air pressure demand is
low, the TC2WC valve opens, allowing control air to
the turbocharger wastegate actuator. The actuator
Injection Pressure Regulator (IPR) valve
opens allowing part of the exhaust gas flow to bypass
the high-pressure turbine. The Injection Pressure Regulator (IPR) valve is used
to maintain desired injection control pressure. Excess
high-pressure oil is directed to the crankcase sump by
Exhaust Back Pressure Valve (EBPV) the IPR valve.
The Exhaust Back Pressure Valve (EBPV) controls
the position of the exhaust valve increasing
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46 1 ENGINE SYSTEMS
Engine and Vehicle Sensors EOT Sensor

Temperature Sensors The ECM monitors the EOT signal and uses this
information to control fuel quantity and timing. The
Thermistor Sensors EOT signal allows the ECM to compensate for
differences in oil viscosity for temperature changes.
The EOT sensor is installed in the rear of the front
cover, to the left of the high-pressure pump assembly.
AIT Sensor
The AIT sensor is integral to the Mass Air Flow (MAF)
sensor. The ECM monitors the AIT signal to control
injector timing and fuel rate during cold starts. The
ECM also uses the AIT signal to control EGR position
and engine throttle control.
IMT Sensor
The IMT sensor monitors the air temperature in the
Figure 32 Thermistor sensor intake manifold. The ECM monitors the IMT signal
for EGR operation. The IMT sensor is installed in the
intake manifold, to the right of the IMP sensor.
A thermistor sensor varies electrical resistance with
changes in temperature. Resistance in the thermistor Exhaust Gas Temperature (EGT) sensors
decreases as temperature increases, and increases
The Aftertreatment System and exhaust manifold use
as temperature decreases. Thermistors have a
the following sensors:
resistor that limits current in the ECM to a voltage
signal matched with a temperature value. • Exhaust Gas Temperature (EGT) sensor
The top half of the voltage divider is the current limiting • Diesel Oxidation Catalyst Intake Temperature
resistor inside the ECM. A thermistor sensor has two (DOCIT) sensor
electrical connectors, signal return and ground. The
• Diesel Particulate Filter Intake Temperature
output of a thermistor sensor is a nonlinear analog
(DPFIT) sensor
signal.
• Diesel Particulate Filter Outlet Temperature
Thermistor type sensors include the following:
(DPFOT) sensor
• Engine Coolant Temperature (ECT) sensor
The Exhaust Gas Temperature (EGT) sensor used in
• Engine Oil Temperature (EOT) sensor the exhaust manifold provides a feedback signal to the
ECM indicating exhaust gas temperature.
• Air Inlet Temperature (AIT) sensor
The DOCIT sensor provides a feedback signal to
• Intake Manifold Temperature (IMT) sensor
the ECM indicating Diesel Oxidation Catalyst (DOC)
intake temperature. The DOCIT sensor is the first
ECT Sensor
temperature sensor installed past the turbocharger
The ECM monitors the ECT signal and uses this and just before the DOC.
information for the instrument panel temperature
The DPFIT sensor provides a feedback signal to the
gauge, coolant compensation, Engine Warning
ECM indicating Diesel Particulate Filter Intake (DPF)
Protection System (EWPS), and IAH operation. The
intake temperature. The DPFIT sensor is the second
ECT is a backup, if the EOT is out-of-range. The
temperature sensor installed past the turbocharger
ECT sensor is installed in the coolant supply housing
and just after the DOC.
(refrigerant compressor bracket).
EGES-455-1
1 ENGINE SYSTEMS 47
The DPFOT sensor provides a feedback signal to the Variable capacitance sensors include the following:
ECM indicating DPF outlet temperature. The DPFOT
• Fuel Delivery Pressure (FDP) sensor
sensor is the third temperature sensor installed past
the turbocharger and just after the DPF. • Engine Oil Pressure (EOP) sensor
During a catalyst regeneration, the ECM monitors • Exhaust Back Pressure (EBP) sensor
all three sensors along with the Exhaust Gas
• Mass Air Flow (MAF) sensor
Recirculation (EGR) System and Engine Throttle
Valve (ETV). • Intake Manifold Pressure (IMP) sensor
FDP Sensor
Variable Capacitance Sensors
The ECM uses the FDP sensor signal to monitor
engine fuel pressure and give an indication when the
fuel filter needs to be changed. The FDP sensor is
installed in the fuel filter assembly on the intake side
of the crankcase.
EOP Sensor
The ECM monitors the EOP signal, and uses this
information for the instrument panel pressure gauge
and EWPS. The EOP sensor is installed in the intake
side of the crankcase, below the fuel filter assembly.
Figure 33 Variable capacitance sensor EBP Sensor

The ECM monitors the exhaust pressure to control the
EGR and intake throttle systems. The EBP sensor
Variable capacitance sensors measure pressure. The
is installed in a tube mounted on the coolant supply
pressure measured is applied to a ceramic diaphragm.
housing (refrigerant compressor bracket).
Pressure forces the ceramic material closer to a thin
metal disk. This action changes the capacitance and
MAF Sensor
subsequently the voltage output of the sensor.
The MAF sensor is used for closed loop control
This type of sensor has three wires, VREF, ground
of the EGR valve and ETV. The ECM monitors
and a signal wire.
the MAF signal to control the EGR and intake throttle
The sensor receives the VREF and returns an analog systems. The MAF sensor also sends air temperature
signal voltage to the ECM. The ECM compares the information to the ECM. The MAF sensor is installed
voltage with pre-programmed values to determine in the intake air duct or air cleaner housing.
pressure.
IMP Sensor
The operational range of a variable capacitance
sensor is linked to the thickness of the ceramic disk. The ECM monitors the IMP signal to control the
The thicker the ceramic disk, the more pressure the EGR and intake throttle systems. The IMP sensor is
sensor can measure. installed in the intake manifold, left of the IMT sensor.
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48 1 ENGINE SYSTEMS
Magnetic Pickup Sensors
Figure 34 Magnetic pickup sensors
A magnetic pickup sensor contains a permanent CMP Sensor

magnet core that is surrounded by a coil of wire.
The CMP sensor provides the ECM with a signal that
The sensor generates a voltage signal through the
indicates camshaft position. As the cam rotates, the
collapse of a magnetic field that is created by a
sensor identifies the position of the cam by locating a
moving metal trigger. The movement of the trigger
peg on the cam. The CMP sensor is installed in the
then creates an AC voltage in the sensor coil.
front cover, above and to the right of the water pump
Magnetic pickup sensors used include the following: pulley.
• Crankshaft Position (CKP) sensor
VSS
• Camshaft Position (CMP) sensor
The VSS provides the ECM with transmission tail shaft
• Vehicle Speed Sensor (VSS) speed by sensing the rotation of a 16-tooth gear on
the rear of the transmission. The detected sine wave
CKP Sensor signal (AC), received by the ECM, is used with tire size
and axle ratio to calculate vehicle speed. The VSS is
The CKP sensor provides the ECM with a signal
on the left side of the transmission.
that indicates crankshaft speed and position. As the
crankshaft turns, the CKP sensor detects a 60-tooth
timing disk on the crankshaft. Teeth 59 and 60 are
missing. By comparing the CKP signal with the CMP
signal, the ECM calculates engine rpm and timing
requirements. The CKP sensor is installed in the top
left side of the flywheel housing.
EGES-455-1
1 ENGINE SYSTEMS 49
High-pressure Sensors
Figure 35 High-pressure sensor
High-pressure sensors convert pressure to a linear inlet and outlet of the Diesel Particulate Filter (DPF).
analog voltage output of 0–5 volts. Pressure to be During a catalyst regeneration, the ECM monitors
measured exerts force on a diaphragm with a strain this sensor along with three Aftertreatment System
gauge bonded to it. This diaphragm stretches and thermistor sensors, the EGR System, and the Engine
compresses to change mechanical motion into an Throttle Valve (ETV).
electrical signal.
ECBP
This type of sensor has three wires, VREF, ground
and a signal wire. The ECM monitors the ECBP signal to determine oil
pressure in the brake gallery of the high-pressure oil
The sensor is powered by VREF from the ECM
manifold. The ECBP sensor is under the valve cover,
and is grounded through the ECM to a common
forward of the No. 2 fuel injector in the high-pressure
sensor ground. The ECM compares the voltage with
oil manifold.
pre-programmed values to determine pressure.
High-pressure sensors include the following: ICP
• Diesel Particulate Filter Differential Pressure The ECM monitors the ICP sensor to determine
(DPFDP) sensor injection control pressure for engine operation. The
ICP sensor is used to control the IPR valve. It provides
• Engine Compression Brake Pressure (ECBP)
feedback to the ECM for Closed Loop IPR control.
sensor
The ICP sensor is located under the valve cover,
• Injection Control Pressure (ICP) sensor forward of the No. 6 fuel injector in the high-pressure
oil manifold.
DPFDP Sensor
The DPFDP sensor provides a feedback signal to the
ECM indicating the pressure difference between the
EGES-455-1
50 1 ENGINE SYSTEMS
Potentiometer
Figure 36 Potentiometer
A potentiometer is a variable voltage divider that APP

senses the position of a mechanical component.
The APP provides the ECM with a feedback signal
A reference voltage is applied to one end of the
(linear analog voltage) that indicates the operator’s
potentiometer. Mechanical rotary or linear motion
demand for power. There are two potentiometers
moves the wiper along the resistance material,
within the APP sensor. The APP is installed in the
changing voltage at each point along the resistive
cab on the accelerator pedal.
material. Voltage is proportional to the amount of
mechanical movement.
EGES-455-1
1 ENGINE SYSTEMS 51
Switches
Figure 37 Switch
Switch sensors indicate position, level, or status. ECL

They operate open or closed, regulating the flow of
ECL is part of the Engine Warning Protection System
current. A switch sensor can be a voltage input switch
(EWPS). The ECL switch is used in plastic deaeration
or a grounding switch. A voltage input switch supplies
tanks. When a magnetic switch is open, the tank is
the ECM with a voltage when it is closed. A grounding
full.
switch grounds the circuit when closed, causing a
zero voltage signal. Grounding switches are usually If engine coolant is low, the switch closes and the red
installed in series with a current limiting resistor. ENGINE lamp on the instrument panel is illuminated.
Switches include the following:
WIF
• Driveline Disengagement Switch (DDS)
A Water In Fuel (WIF) sensor in the fuel filter assembly
• Engine Coolant Level (ECL) is used to detect water in the fuel. The resistance of
the WIF sensor circuit changes when the water level in
• Water In Fuel (WIF)
the fuel filter assembly reaches the sensor. The ECM
then sends a message to illuminate the amber water
DDS
in fuel lamp, alerting the operator. The WIF is installed
The DDS determines if a vehicle is in gear. For in the side of the fuel filter assembly.
manual transmissions, the clutch switch serves as
the DDS. For automatic transmissions, the neutral
indicator switch or datalink communication functions
as the DDS.
EGES-455-1
52 1 ENGINE SYSTEMS
Engine Throttle Valve Control System
Figure 38 Engine throttle valve control system
The Engine Throttle Valve (ETV) is controlled to limit The ETV is also used to help control inlet air during
inlet air. As part of the air management system, the a Diesel Particulate Filter (DPF) regeneration process
ETV is controlled by the ECM (closed loop) based on of the aftertreatment system. It maintains vehicle and
input from the Mass Air Flow (MAF) sensor for proper engine performance during regenerations.
emissions control.
EGES-455-1
1 ENGINE SYSTEMS 53
Exhaust and Engine Brake System

Exhaust Brake
Figure 39 Exhaust brake system
The exhaust brake is available for all ratings and aids The operator can enable the brake function by
in the deceleration rate of vehicles. toggling an instrument panel mounted switch ON or
OFF.
The exhaust brake is an exhaust back pressure brake
system that provides improved braking performance.
EGES-455-1
54 1 ENGINE SYSTEMS
Engine Brake
Figure 40 Engine brake system

1. Exhaust Back Pressure (EBP) 4. Brake pressure relief valve 7. Engine Compression Brake
sensor 5. High-pressure oil manifold (ECB) valve
2. Switch 6. Engine Compression Brake 8. Injection Control Pressure (ICP)
3. Electronic Control Module Pressure (ECBP) sensor sensor
(ECM) 9. Front of engine
ECBP valves. The ECB valve is installed in the center of the

high-pressure oil manifold.
The ECM monitors the ECBP signal during engine
normal and braking operation to determine if the
Brake Pressure Relief Valve
engine brake system is working without fault. The
ECBP sensor provides a feedback signal to the ECM The brake pressure relief valve vents excess pressure
indicating brake control pressure. The ECBP sensor under the valve cover. Residual brake gallery
is installed in the high-pressure oil manifold, under pressure initially bleeds from the actuator bore. When
the valve cover. brake gallery pressure reaches a set point, the brake
pressure relief valve opens and oil drains back to the
ECB sump.
The ECB valve controls pressure entering the brake
EBP
oil gallery from the injector oil gallery. This activates
the brake actuator pistons and opens the exhaust The EBP sensor is an input to the ECM for control
of the Turbocharger 2 Wastegate Control (TC2WC)
EGES-455-1
1 ENGINE SYSTEMS 55
valve. The TC2WC valve controls the turbocharger

wastegate actuator. The EBP sensor is mounted on a
tube plumbed to the exhaust manifold on the exhaust
side of the engine.
High-pressure Oil Manifold

The high-pressure oil manifold has two internal
separated oil galleries. The manifold supplies
high-pressure oil to each fuel injector during normal
operation. High-pressure oil is directed to the brake
pistons during engine brake operation.
Operation
During engine brake operation, The ECB valve opens
to supply high-pressure oil to each brake actuator
piston. These brake actuator pistons hold the exhaust
valves partially open.
Figure 41 Engine compression brake valve and brake actuator – OFF

1. High-pressure oil manifold 4. Engine compression brake valve 7. Valve lash (actuator retracted)
2. High-pressure oil gallery 5. Brake actuator piston assembly 8. Oil inlet
3. Brake oil gallery 6. Exhaust valve bridge
During normal engine operation, oil in the high-pressure oil manifold, is closed to prevent oil
high-pressure manifold goes to the fuel injectors only. from entering the brake gallery.
The engine compression brake valve, mounted in the
EGES-455-1
56 1 ENGINE SYSTEMS
Figure 42 Engine compression brake valve and brake actuator – ON

1. High-pressure oil manifold 4. Engine compression brake valve 8. Normal oil seepage
2. High-pressure oil flow to brake 5. Brake actuator piston assembly 9. Oil inlet
oil gallery 6. Exhaust valve bridge
3. Brake oil gallery 7. Valve lash (actuator deployed)
The ECM monitors the following criteria to make sure Vehicle momentum is absorbed by the resulting
certain conditions are met: compression release of the engine power cylinders
when pistons are near the top of their stroke.
• Anti-lock Brake System (ABS) (inactive)
During an ABS event, the engine brake is deactivated.
• RPM (greater than 1200)
The engine brake is reactivated once the ABS event
• APP (less than 5%) is over.
• EOT (greater than or equal to 60 °C [140 °F]) The ECM removes the power source from the ECB
valve to deactivate the engine brake. Residual brake
• Operator input switches (On/Off)
gallery pressure initially bleeds from the actuator bore.
If On is selected, and the preceding criteria are met, When brake gallery pressure bleeds down the brake
the engine brake will activate. pressure relief valve opens, and oil drains back to
sump.
When the engine brake is activated, the ECM provides
the power to activate the Engine Compression Brake
(ECB) valve to allow oil from the injector oil gallery to
Operation Modes
flow to the brake oil gallery. High oil pressure activates
the brake actuator pistons to open the exhaust valves. The engine brake system provides three
programmable modes of operation based on
terrain, driving conditions, or driver preference.
EGES-455-1
1 ENGINE SYSTEMS 57
Coast Mode when the driver depresses the accelerator or clutch

pedals. The brake system will also deactivate when
When the coast mode is programmed, the brake
the engine speed is below a pre-programmed rpm.
system will activate only when the driver applies
the vehicle service brake. The coast mode allows
Cruise Mode
the vehicle to coast without automatic brake system
activation. When the cruise mode is programmed, the brake
system performs similar to latch mode under normal
Latched Mode driving conditions. When cruise control is used the
brake system will activate when the vehicle travels
When the latch mode is programmed, the brake
down a grade. The brake system helps the cruise
system will activate when the driver releases the
control system maintain the set vehicle speed.
accelerator pedal. The brake system will deactivate
EGES-455-1
58 1 ENGINE SYSTEMS
EGES-455-1
2 ENGINE CONTROLLED FEATURES 59
Table of Contents
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
SAE J1939 Communication Datalink. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .61
American Trucking Association (ATA) Datalink. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Aftertreatment System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Engine Fuel Pressure (EFP) Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Inlet Air Heater (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Coolant Temperature Compensation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .62
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Road Speed Limiting (RSL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Exhaust Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Electronic Fan (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Radiator Shutter Enable (RSE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
In Cab Power Take Off (PTO) Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Remote Accelerator Pedal Position (RAPP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .65
Change Engine Oil Interval Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Fuel Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
EGES-455-1
60 2 ENGINE CONTROLLED FEATURES
EGES-455-1
Standard Features Faults from sensors, actuators, electronic

components, and engine systems are detected by
Electronic Governor Control
the ECM and sent to the EST as DTCs. Effective
The governor controls engine rpm within a safe and engine diagnostics require and rely on DTCs.
stable operating range.
DTC identification is accomplished using two fault
The low idle governor prevents engine rpm from code identifiers. These two identifiers, known as the
dropping below a stable speed to prevent stalling Suspect Parameter Number (SPN) and the Failure
when various loads are demanded on the engine. Mode Indicator (FMI) are displayed in the DTC
window.
The high idle governor prevents engine rpm from
going above a safe speed that would cause engine • Suspect Parameter Number (SPN) The Suspect
damage. Parameter Number (SPN) identifies the individual
component causing the DTC.
SAE J1939 Communication Datalink • Failure Mode Indicator (FMI) The Failure Mode
Indicator (FMI) identifies the fault or condition
Vehicles are equipped with the SAE J1939 connector effecting the individual component.
for communication between the Engine Control
Module (ECM) and the Electronic Service Tool (EST).
The SAE J1939 datalink supports: Event Logging System
• Transmission of engine parameter data. The event logging system records engine operation
above maximum rpm (overspeed), low coolant level,
• Transmission and clearing of Diagnostic Trouble high coolant temperature, or low oil pressure. The
Codes (DTCs). readings for the odometer and hourmeter are stored
• Diagnostics and troubleshooting. in the ECM memory at the time of an event and can
be retrieved using the EST.
• Programming performance parameter values.
• Programming engine and vehicle features.
Electronic Speedometer and Tachometer
• Programming calibrations and strategies in the
ECM. The engine control system calibrates vehicle speed
up to 157 pulses per mile. Any new speed calibration
For additional information, see J1939 Data Link information must be programmed with an EST.
(page 385) in “ELECTRONIC CONTROL SYSTEM
DIAGNOSTICS” section in this manual. The tachometer signal is generated by the ECM,
by computing signals for the Camshaft position
(CMP) sensor and Crankshaft Position (CKP)
American Trucking Association (ATA) Datalink sensor. Calculations for each sensor are sent to
This link is supported for legacy diagnostic purposes the instrument panel and to the EST.
only. It is no longer the programming link, nor does it
support the aftertreatment.
Aftertreatment System
The engine and vehicle exhaust piping includes an
Service Diagnostics
Aftertreatment System to capture soot and other
NOTE: 2010 model year vehicles no longer utilize particulates before they exit the exhaust pipe. The
DTC identification by number. DTCs are now soot is captured by the Diesel Particulate Filter (DPF)
identified using the SPN and FMI identifiers only. and is periodically converted to carbon dioxide (CO2)
by a Regeneration (Regen) process.
The EST provides diagnostic information using the
SAE J1939 datalink. The recommended EST is the For additional information, see AFT System (page
EZ-Tech® with ServiceMaxx™ diagnostic software 190) in “ELECTRONIC CONTROL SYSTEM
provided by Navistar. DIAGNOSTICS” section of this manual.
EGES-455-1
Engine Fuel Pressure (EFP) Monitor • Brake pedal is applied or brake switch fault is
detected
The EFP monitors fuel pressure and indicates when
the fuel filter needs to be serviced by illuminating the • Clutch pedal is depressed or clutch pedal
fuel filter indicator lamp on the Instrument Panel. For switch fault is detected (manual transmissions, if
additional information, see FDP Sensor (page 336) or equipped with a clutch switch)
WIF Sensor (page 408) in “ELECTRONIC CONTROL
• Shift selector is moved from neutral (automatic
SYSTEM DIAGNOSTICS” section of this manual.
transmissions). Shift selector must be in neutral
for CAP to work
Inlet Air Heater (IAH) • Power Takeoff (PTO) switch, also used for electric
The Inlet Air Heater (IAH) system warms the incoming hand throttle, is turned on and actively controls
air supply to aid cold engine starting and reduce white engine speed
smoke during warm-up. The ECM controls the intake • Accelerator pedal is depressed or Accelerator
air heater and monitors the engine temperature. Pedal Sensor (APS) fault is detected
When the engine is ready for cranking, the ECM
sends a message to shut off the WAIT TO START • Idle Shutdown Timer (IST) is enabled
lamp. • Engine Coolant Temperature (ECT) sensor fault
For additional information, see IAH System (page is detected
340) in “ELECTRONIC CONTROL SYSTEM • Intake Air Temperature (IAT) ambient
DIAGNOSTICS” section of this manual. temperature sensor fault is detected
Fast Idle Advance

Coolant Temperature Compensation
Fast idle advance increases engine idle speed up to
875 rpm for faster warm up to operating temperature. Coolant temperature compensation reduces fuel
This occurs when the ECM monitors ECT sensor input delivery if the engine coolant temperature is above
and adjusts the fuel injector operation accordingly. cooling system specifications.
Low idle speed is increased proportionally when the Before standard engine warning or optional
engine coolant temperature is below 70 °C (158 °F) at warning/protection systems engage, the ECM begins
700 rpm to below -10 °C (14 °F) at 875 rpm maximum. reducing fuel delivery when the engine coolant
temperature reaches approximately 107 °C (225 °F).
A rapid reduction of 20 percent is commanded when
Cold Ambient Protection (CAP) engine coolant temperature reaches approximately
110 °C (230 °F).
CAP safeguards the engine from damage caused by
prolonged idle at no load during cold weather. CAP NOTE: Coolant temperature compensation is
also improves cab warm-up. disabled in emergency vehicles and school buses
that require 100 percent power on demand.
CAP maintains engine coolant temperature by
increasing engine rpm to a programmed value
when ambient air temperature is below 20 °C (68
°F), coolant temperature is below 70 °C (158 °F), Engine Crank Inhibit (ECI)
and engine has been idling at no load for over five
ECI will not allow the starting motor to crank when the
minutes.
engine is running or the automatic transmission is in
Engine speed will ramp up to 1400 rpm and will gear.
maintain at 1400 rpm until coolant temperature has
For additional information, see ECI System (page
reached 75 °C (167 °F).
277) in “ELECTRONIC CONTROL SYSTEM
• Engine load is greater than 45% DIAGNOSTICS” section of this manual.
EGES-455-1
Optional Features under the engine valve cover. This option cannot be
combined with the exhaust brake.
Road Speed Limiting (RSL)
Road Speed Limiting (RSL) is a feature designed to
Engine Warning Protection System (EWPS)
regulate the maximum vehicle speed as controlled by
the accelerator pedal. The EWPS safeguards the engine from undesirable
operating conditions to prevent engine damage and
Customer programmable parameters within the ECM
to prolong engine life. The ECM will illuminate the red
provide vehicle speed governor related options that
ENGINE lamp and sound the warning buzzer when
can be adjusted to suit the customer’s needs. A
the ECM detects:
parameter is used to set the maximum accelerator
controlled vehicle speed. • High coolant temperature
Additional programming flexibility is included to allow • Low oil pressure
a trade-off to be made between performance and fuel
• Low coolant level (3-way system only)
economy.
When the protection feature is enabled and a critical
engine condition occurs, the on-board electronics
Cruise Control will shut the engine down (3-way protection). An
The ECM controls the cruise control feature. The event logging feature will record the event in engine
cruise control system functions similarly for all hours and odometer readings. After the engine has
electronic engines. Maximum and minimum allowable shutdown, and the critical condition remains, the
cruise control speeds will vary based on model. To engine can be started for a 30-second run time.
operate cruise control, see appropriate truck model For complete EWPS description and additional
Operator’s Manual. information, see EWPS (page 331) in
the “ELECTRONIC CONTROL SYSTEM
DIAGNOSTICS” section of this manual.
Traction Control
Traction control is a system that identifies when a Idle Shutdown Timer (IST)
wheel is going faster than the other wheels during
acceleration.
When a traction control condition occurs, a datalink
message is sent to the ECM to limit fuel for the GOVERNMENT REGULATION: State
purpose of reducing engine torque. and local regulations may limit engine idle time.
The vehicle owner or operator is responsible for
Vehicles must have a transmission and an Antilock compliance with those regulations.
Braking System (ABS) that supports traction control.
The IST allows the Engine Control Module (ECM) to

Exhaust Brake shut down the engine during extended engine idle
times.
The exhaust brake increases exhaust back-pressure
to aid in the deceleration rate of the vehicle. This Thirty seconds before IST-defined engine shutdown,
option is placed in the exhaust piping after the a vehicle instrument panel indicator activates. There
turbochargers. This option cannot be combined with are two types of indicators:
the engine brake.
• Amber flashing idle shutdown indicator for
multiplex electrical systems
Engine Brake • Red flashing indicator with audible alarm for
non-multiplex electrical systems
The engine brake is a compression release brake
system to aid in the deceleration rate of the vehicle. This continues until the engine shuts down or the low
This option is built into the high-pressure oil manifold idle shutdown timer is reset
EGES-455-1
IST for California ESS Compliant Engines Electronic Fan (EFAN)

Beginning in 2008 MY, all International® MaxxForce® Engine electronics allow for the operation of an
engines certified for sale in the state of California will electronic fan or an air fan solenoid. The electronic
conform to mandatory California Air Resources Board fan commands higher airflow through the radiator
(CARB) Engine Shutdown System (ESS) regulations. when the Air Conditioner (A/C) is on or when the
coolant or inlet air temperature goes above a set
Engine idle duration is limited for California Engine
temperature. For additional information, see EFC
Shutdown System (ESS) compliant engines as
(page 296) in “ELECTRONIC CONTROL SYSTEM
follows:
• When vehicle parking brake is set, the idle
shutdown time is limited to the California Air
Resources Board (CARB) requirement of five Radiator Shutter Enable (RSE)
minutes
The Radiator Shutter Enable (RSE) feature provides
• When vehicle parking brake is released, the idle a signal to open or close the radiator shutters. Closing
shutdown time is limited to the CARB requirement the shutters will keep the engine warm during cold
of 15 minutes weather operation. This provides faster warm up of
the passenger cab and enables faster windshield
The duration of CARB mandated values can
defrosting.
be reduced by programming the customer IST
programmable parameter to a value lower than 15
minutes.
In Cab Power Take Off (PTO) Control
Engine Idle Shutdown Timer (IST for The engine speed control feature, commonly referred
Federal–Optional) to as Power Take-off (PTO), provides a method for an
operator to set and maintain a constant engine speed
Idle time can be programmed from 5 to 120 minutes.
without using the accelerator pedal. It is commonly
While the EST is installed, the IST function will be
used for powering auxiliary devices.
active with the programmed shutdown time in effect.
Parking brake transitions reset the idle timer. If the IST Customer programmable parameters within the ECM
is enabled, the Cold Ambient Protection (CAP) will not provide in-cab engine speed control related options
function. that can be adjusted to suit the customer’s needs.
Choosing whether the operator is allowed to increase
For additional information, see IST System (page
the engine speed using the accelerator pedal without
disengaging the PTO is an example.
EGES-455-1
Remote Accelerator Pedal Position (RAPP) Change Engine Oil Interval Message
This engine speed control feature, commonly referred The service interval feature is designed to provide a
to as PTO, provides a method for an operator to visual reminder to the operator that the oil change
set and maintain engine speed without using the interval has expired and that routine maintenance
accelerator pedal. It is commonly used for powering procedures should be performed.
auxiliary devices.
The term “interval” in this case is used to describe
When control over engine speed is required from the distance, time, or fuel used between the last
outside the vehicle’s cab, remote mounted switches maintenance performed on the vehicle and the next
must be used to turn on PTO engine speed control and maintenance, which is due.
select the desired engine speed. This functionality is
It is essential that operators are trained to know the
referred to as remote engine speed control (RESC).
maintenance schedules and instructions regarding
The engine speed can be ramped up and down with the operation and reset functionality of the service
RESC similar to the way the in-cab PTO feature interval for the feature to be effective.
works, however, the RESC feature includes two
The change engine oil interval message can be
additional switches (remote preset and remote
programmed with the EST for mileage, hours, or
variable), which allow the operator to choose the
amount of fuel used. The change oil message
mode of engine speed control operation.
timer can be reset using the CRUISE ON and
Customer programmable parameters within the ECM RESUME/ACCEL switches or the EST.
provide RESC related options that can be adjusted
to suit the customer’s needs. Choosing whether a
remote throttle pedal is used for PTO operation is an Fuel Heater
example.
The fuel heater is installed in the fuel filter assembly.
The heater warms the supply fuel to prevent waxing
during cold conditions.
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3 DIAGNOSTIC SOFTWARE OPERATION 67
Table of Contents
Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Suspect Parameter Number (SPN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Failure Mode Indicator (FMI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Active. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Previously Active. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
ECM Programmable Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Connecting EST with ServiceMaxx™ Software to Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Service Bay Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Key On, Engine Off (KOEO) Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
KOEO Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Output State Low Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Output State High Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Output State Intake Air Heater Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
KOEO Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .70
Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Key On, Engine Running (KOER) Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
KOER Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
KOER Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Cylinder Cutout Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Onboard Filter Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .71
Service Tool Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72

MAF Sensor Calibrate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
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68 3 DIAGNOSTIC SOFTWARE OPERATION
EGES-455-1
Session Files Previously Active

A Session file is a window into the Engine Control Previously Active DTCs are historical faults that may
Module (ECM). Sessions can display vehicle and be caused by intermittent signals, or an operating
engine information, such as: module calibration, condition, which is not currently present.
sensor signals, and actuator command signals.
Special engine and vehicle features can also be
programmed using these sessions.
ServiceMaxx™ software has many default sessions ECM Programmable Parameters
that load automatically when running any Service Bay Many features can be programmed into the
Test or Service Tool Procedure. Users are not limited Engine Control Module (ECM) to fit many
to any default session. Users are able to build their different applications. To make programming
own session and save or load it at anytime. See the changes using ServiceMaxx™ software,
ServiceMaxx™ Users Guide for details. load the Programming session. See the
ServiceMaxx™ software has additional sessions that Body Builder website for further details:
do not load automatically but can be selected from https://evalue.internationaldelivers.com/service/
the Sessions drop-down menu. These sessions are bodybuilder/general/default.aspx.
available to help diagnose common systems and
program special features:
• Hard Start No Start Connecting EST with ServiceMaxx™
• Performance Software to Engine
• Programming To connect the Electronic Service Tool (EST) with
ServiceMaxx™ software to the engine, the NAVCoM
or NAVLink Interface Cable must be connected
between the EST and Diagnostic Connector. The
Diagnostic Trouble Codes (DTCs) Diagnostic Connector is located inside the vehicle
cab, above the clutch pedal.
NOTE: 2010 model year vehicles no longer utilize
DTC identification by number. DTCs are now
identified using the SPN and FMI identifiers only.
These two identifiers, known as the Suspect Service Bay Tests
Parameter Number (SPN) and the Failure Mode
Indicator (FMI), are displayed in the DTC Window. Key On, Engine Off (KOEO) Tests
Suspect Parameter Number (SPN) KOEO tests can be selected in the Tests drop-down
menu under Engine Off Tests.
The SPN identifies the individual component causing
the DTC.
Failure Mode Indicator (FMI)

The FMI identifies the fault or condition affecting the
individual component.
Active
Figure 43 ServiceMaxx™ Test Menu – Engine Off
Active DTCs are codes that are active now. Tests
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KOEO Standard Test KOEO Output State Intake Air Heater Test
The KOEO Standard Test cycles all actuators open NOTE: KOEO Standard Test must be run before
and closed. Faults can be detected by visual running this test.
inspection and by using a Digital Multimeter (DMM)
The KOEO Output State Intake Air Heater Test
to measure changes in voltage or duty cycles.
energizes the Intake Air Heater (IAH) relay for 30
seconds to test component functionality.
KOEO Injector Test
NOTE: KOEO Standard Test must be run before KOEO Continuous Monitor Test
running this test.
NOTE: KOEO Standard Test must be run before
The KOEO Injector Test electrically cycles each running this test.
injector in sequence. This is an audible test only, and
The Continuous Monitor Test helps detect intermittent
is not designed to provide additional DTCs. This test
circuit faults. During this test, signals are continuously
should only be used to help technicians identify if a
monitored and faults are immediately logged. This
suspected injector is functioning electrically.
test provides a graphical view of all signals and allows
The test will buzz all six injectors for two seconds, then the technician to easily detect intermittent spiking or
pause for one second. The test will then buzz each momentary loss of signal. Perform this test while
individual injector, in sequence, for 2 seconds (with a 1 manipulating connectors, wiring, and harnesses of the
second pause in between). The individual buzz starts suspected faulty component.
with cylinder location 1, and proceeds to cylinders 2,
3, 4, 5, and 6. A non-functioning injector can be easily
identified by running this test.
KOEO Output State Low Test

running this test.
The KOEO Output State Low test commands all
actuators to their low state. Some control systems
have actuators that default to their high state.
Figure 44 Continuous Monitor Test – Faulty Signal
However, this engine control system only has
actuators that default to their low state.
NOTE: Run the KOEO Continuous Monitor Test
while monitoring sensor voltages. Wiggle the wiring
KOEO Output State High Test
harness and connections while looking for signal
NOTE: KOEO Standard Test must be run before spikes.
running this test.
The KOEO Output State High test commands all
actuators to their high state. This test is run so the
functionality of related circuits and components can
be verified. Use a DMM to measure changes in
voltage or duty cycle while actuator is commanded
high or low.
EGES-455-1
Relative Compression Test effect it has on the ICP sensor. If ICP is unable to
perform within a set range, a DTC will be set.
The Relative Compression test measures cylinder
balance based off of the compression stroke of each NOTE: If equipped, the Engine Compression Brake
cylinder. (ECB) will cycle open and closed, so a technician can
monitor the effects on the Engine Compression Brake
This test determines cylinder integrity. The ECM
Pressure (ECBP) sensor.
measures the time it takes for each piston to travel
upward during the compression stroke. Timing is KOER Air Management Test
based on information from the Camshaft Position
NOTE: KOER Standard Test must be run before
(CMP) sensor and Crankshaft Position (CKP) sensor.
running this test.
A cylinder with low compression allows the piston to
travel faster during the compression stroke. The KOER Air Management Test will test performance
of the Exhaust Gas Recirculation (EGR) valve, based
The test results are displayed by either numerical
on the effect it has on the Mass Air Flow (MAF) sensor.
text or graphical display. Assuming there are no
This test is unable to validate the performance of the
mechanical problems with the engine, the numbers or
wastegated turbocharger, due to the amount of engine
graphs displayed should be approximately the same
load required to cycle the wastegate.
value or height. A smaller number or lower level
graph would indicate a problem with that particular
cylinder.
Cylinder Cutout Test
NOTE: The Relative Compression Test must be run
The Cylinder Cutout Test will isolate a low contributing
before running the Cylinder Cutout Test.
cylinder due to an injector circuit fault.
Key On, Engine Running (KOER) Tests
KOER tests can be selected in the Tests drop-down Before starting the Cylinder Cutout Test, follow the
menu under Engine Running Tests. steps below:
1. Run Relative Compression Test.
• If Relative Compression Test results
indicate low balanced cylinder(s), there is
no need to run the Cylinder Cutout Test.
Repair mechanical fault.
2. Verify fuel system pressure is not below
specification and fuel is not aerated.
Figure 45 ServiceMaxx™ Tests Menu – Engine
Running Tests 3. Run Cylinder Cutout Test.
KOER Standard Test Onboard Filter Cleanliness Test
NOTE: Engine coolant temperature must be above NOTE: KOER Standard Test must be run before
158 °F (70 °C) before this test is allowed to run. running this test.
The KOER Standard Test will test performance of the The Onboard Filter Cleanliness Test increases engine
Injection Control Pressure (ICP) System. The test speed to measure pressure differential across the
begins by increasing engine speed to 1500 RPM. The Diesel Particulate Filter (DPF).
ECM will then control the Injection Pressure Regulator
(IPR) valve to 50%, then 80%, while monitoring the
EGES-455-1
Service Tool Procedures MAF Sensor Calibrate

These procedures are not Service Bay Tests, but NOTE: KOER Standard Test must be run before
special ECM controls that will allow the technician to running this test.
perform specific procedures. The MaxxForce® DT,
The MAF Sensor Calibrate procedure calibrates the
9, and 10 engines have one special procedure, MAF
Mass Air Flow (MAF) sensor. Anytime the air filter or
Sensor Calibrate.
MAF sensor is replaced, this procedure needs to be
Procedures can be selected in the Procedures performed.
drop-down menu.
EGES-455-1
4 ENGINE SYMPTOMS DIAGNOSTICS 73
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Engine Symptoms Diagnostics Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Coolant System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75

Coolant Over Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Coolant Leak to Exhaust/Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Interstage Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
EGR Cooler Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Injector Sleeve Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Cylinder Head Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .81
Coolant in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Coolant System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Front Cover Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Coolant Over-Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Coolant System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Temperature Sensor Validation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Cooling System Operating Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Coolant Over-Temperature – Charge Air Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Lubrication System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Oil Pressure Regulator Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Oil and Crankcase Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Oil Pump Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Front Cover Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Lube Oil in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Fuel in Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
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74 4 ENGINE SYMPTOMS DIAGNOSTICS
EGES-455-1
Description Coolant System

Engine Symptoms Diagnostics Description Coolant Over Flow
Diagnostic test procedures help technicians find
Symptom
problems systematically and quickly to avoid
unnecessary repairs. Procedures in this section help Combustion leaks to coolant can be identified by
identify causes for listed problems and conditions. engine overheating, coolant over flowing from the
deaeration tank, and excess pressure in the coolant
Additional diagnostic and test procedures for
system.
symptoms related to Hard Start, No Start,
and Performance are described in the “HARD
Tools
START AND NO START DIAGNOSTICS”, and
“PERFORMANCE DIAGNOSTICS” sections in this • ZTSE2384 – Radiator Pressure Testing Kit
manual.
• ZTSE4289A – Cylinder Head Pressure Test Kit
• Water supply housing pressure adapter
GOVERNMENT REGULATION: Engine • Hose pinch-off pliers (2)

fluids (oil, fuel, and coolant) may be a hazard • Clear bottle
to human health and the environment. Handle
all fluids and other contaminated materials • 3/8” clear plastic hose
(e.g., filters, rags) in accordance with applicable • Five-gallon pail
regulations. Recycle or dispose of engine
fluids, filters, and other contaminated materials • Straight edge
according to applicable regulations. • Feeler gauge
Possible Causes
WARNING: To prevent personal injury or death, NOTE: Foam in deaeration tank may be caused by
do not let engine fluids stay on your skin. Clean failed deaeration cap.
skin and nails using hand cleaner, and wash with
soap and water. Wash or discard clothing and rags • Failed injector sleeve
contaminated with engine fluids. • Failed air compressor
• Failed head gasket
WARNING: To prevent personal injury or death,
shift transmission to park or neutral, set parking brake, • Cracked cylinder sleeve or cavitation
and block wheels before doing diagnostic or service • Improperly adjusted liner protrusion
procedures.
The likely cause of combustion gas leakage to the
cooling system is past the injector sleeve in the
cylinder head. A failed cylinder head gasket or
cracked cylinder sleeve is possible. However, this
should not be considered unless there is evidence of
engine overheating and all other possible paths to a
solution have been examined.
EGES-455-1
5. With the engine at operating temperature and

WARNING: To prevent personal injury or death, operating at low idle speed, thermostat fully
wear safety glasses with side shields. opened, and the cooling system purged of air, fill
the five-gallon pail and clear bottle with water.
WARNING: To prevent personal injury or death, 6. Immerse the filled clear bottle in the five-gallon
do the following when removing the radiator cap or pail with the filler neck facing the bottom of the
deaeration cap: pail as shown.
• Allow engine to cool for 15 minutes or more. 7. Insert the overflow hose extension into the clear
• Wrap a thick cloth around the radiator cap or bottle neck.
deaeration cap. 8. Observe the clear bottle for aeration (bubbles) or
• Loosen cap slowly a quarter to half turn to vent in extreme cases the water in the clear bottle will
pressure. be blown out.
• Pause for a moment to avoid being scalded by • If aerated, go to step 10.

steam. NOTE: Bubbles or expulsion of water from clear bottle
• Continue to turn cap counterclockwise to remove. indicate combustion gas leakage, due to head gasket
leakage, a cracked or porous cylinder head, cavitation
Procedure of cylinder head, leaking injector sleeve, or an air
compressor fault.
Clear Bottle Test
9. Is the engine equipped with an air compressor?
1. Inspect the deaeration tank (pressure) cap gasket
and the deaeration tank filler neck seat for • If yes, do step 10.
damage to make sure leakage will not occur. • If no, do step 11.
2. Test deaeration tank cap for proper operation
using the Radiator Pressure Testing Kit.
3. Check the overflow pipe for damage.
4. Fill the coolant deaeration tank to the top of the
filler neck, which is beyond the normal fill capacity.
Figure 47 Discharge tube disconnected from air

compressor
10. Disconnect discharge tube from air compressor

housing. Test the system again.
• If coolant continues overflowing from the
deaeration tank, do step 11.
Figure 46 Clear bottle test and connections • If coolant stops overflowing from deaeration
tank, repair or replace the air compressor.
EGES-455-1
11. Remove injectors following the procedure in the • If no leak is noticed, replace all six injector
Engine Service Manual. sleeves following the procedure in the Engine
Service Manual and test again.
• If coolant continues to flow into cylinders after
all injector sleeves were replaced, do step 16.
16. Remove cylinder head from engine, perform all
inspections, and pressure test cylinder head to
verify leak path. Follow the procedure in the
Engine Service Manual.
NOTE: A cylinder with coolant leakage will
typically be cleaner than other cylinders.
• Inspect cylinder head gasket for coolant
leaks.
• Verify crankcase and cylinder head surface
flatness using a straight edge and feeler
gauge. Follow procedure in the Engine
Figure 48 Cylinder head cut-away with injector Service Manual.
sleeve
• Check cylinder liner protrusion. Follow the
procedure in the Engine Service Manual.
12. Visually inspect the injector body for signs of 17. Pressure-test cylinder head, using the Cylinder
coolant contamination, carbon build up, or pitting. Head Pressure Test Kit, to validate the repair.
13. Install Radiator Pressure Tester with the 18. Magna-flux test the cylinder head for cracks.
appropriate adapter.
14. Pressurize cooling system to 103 kPa (15 psi).
15. Look for coolant leaking around the injector
sleeves and into the cylinder bore.
• If a leak is noticed, replace the leaking injector
sleeve following the procedure in the Engine
Service Manual and test again.
EGES-455-1
Coolant Leak to Exhaust/Intake • Failed injector sleeve

• Cylinder head porosity

wear safety glasses with side shields.
Interstage Cooler Inspection
NOTE: The interstage cooler is only available on
MaxxForce® DT, 9, and 10 engines with at least 245
hp.
Procedure
1. Visually inspect for coolant leaks; repair as
necessary.
2. Start and run engine until normal operating
temperature is reached.
Figure 49 Cylinder head (top) cup plugs
do the following when removing the radiator cap or
Symptoms
deaeration cap:
• Loss of coolant without visible leaks
• Allow engine to cool for 15 minutes or more.
• White smoke
• Wrap a thick cloth around the radiator cap or
• Coolant odor in the exhaust deaeration cap.
• Coolant dripping from the exhaust system • Loosen cap slowly a quarter to half turn to vent
pressure.
• Overheating
• Pause for a moment to avoid being scalded by
• Hydraulic cylinder lock
steam.
Tools
• Continue to turn cap counterclockwise to remove.
• Regulated compressed air
3. Install the Radiator Pressure Tester with the
• ZTSE4648 – Water Supply Housing Pressure appropriate adapter.
Adapter
4. Pressurize cooling system to 103 kPa (15 psi)
• ZTSE2384 – Radiator Pressure Testing Kit
NOTE: If pressure drops rapidly without visible coolant
• KL 20030 NAV – EGR Cooler Leak Detection Kit leaks, coolant may be leaking down the intake piping
into the low side turbocharger.
• ZTSE4409 – Pressure Test Kit
5. Remove interstage cooler inlet tube and inspect
• ZTSE4937 – Interstage Block Off Kit (if equipped
for coolant in the inlet port of the interstage cooler.
with interstage cooler)
• If no coolant is present, continue to next step.
• Coolant supply to Doser injector pressure test
plugs. 5/16–18 (obtain locally) • If coolant is present, see the Engine Service
Manual for interstage cooler replacement.
Possible Causes
6. Drain coolant from the system. Remove the
• Failed interstage cooler (if equipped)
interstage cooler following the procedure in the
• Failed Exhaust Gas Recirculation (EGR) cooler Engine Service Manual.
EGES-455-1
7. Install interstage cooler block-off plates. Use • If no leaks are found, continue to the next
Pressure Test Kit or regulated shop air to step.
pressurize the cooler to 207 kPa (30 psi).
NOTE: If pressure drops rapidly without visible
NOTE: Do not exceed 207 kPa (30 psi) test pressure. coolant leaks, the EGR cooler may be leaking coolant
internally.
8. Close the air supply shut-off valve and monitor for
pressure loss. If necessary, submerge cooler into
a tank of hot water and watch for air bubbles.
• If interstage cooler does not hold pressure,
see the Engine Service Manual for
replacement.
• If interstage cooler holds pressure, continue
to EGR Cooler Inspection.
EGR Cooler Inspection
Procedure
Figure 50 EGR outlet and cross-over tube
1. Visually inspect EGR cooler for external coolant
leaks.
5. Remove the EGR cross-over tube
WARNING: To prevent personal injury or death, (cooler-to-intake), following procedure in
do the following when removing the radiator cap or the Engine Service Manual.
deaeration cap:
• If coolant is present, go to step 6.
• If no coolant is present, continue to the Injector
• Wrap a thick cloth around the radiator cap or Sleeve Inspection (page 80).
deaeration cap.
6. Drain coolant from the system. Remove the EGR
• Loosen cap slowly a quarter to half turn to vent cooler following procedure in the Engine Service
pressure. Manual.
• Pause for a moment to avoid being scalded by 7. Attach EGR Leak Detection Kit to inlet and
steam. exhaust gas ports. Attach the Pressure Test Kit
to the EGR Leak Detection Kit exhaust gas port.
NOTE: Do not exceed 207 kPa (30 psi) while pressure
2. Install Radiator Pressure Tester with the
testing EGR cooler
8. Use Pressure Test Kit or regulated shop air to
pressurize the EGR cooler to 207 kPa (30 psi).
4. Check for external leaks in the cooling system.
• If external leaks are found, repair as
necessary.
EGES-455-1
9. Close the air supply shut-off valve and monitor for Procedure
pressure loss. Submerge cooler into a tank of hot
1. Remove injectors following the procedure in
water and watch for escaping air.
• If EGR cooler maintains pressure (with no
2. Inspect injector sleeves for signs of coolant
pressure plate leaks) for 15 minutes without
leakage. Plug in the coolant heater to warm the
a pressure drop of more than 34 kPa (5 psi),
coolant.
continue to the Injector Sleeve Inspection
(page 80). 3. Install Radiator Pressure Tester with the
• If EGR cooler does not hold pressure and
air bubbles appear, replace EGR cooler 4. Pressurize cooling system to 103 kPa (15 psi).
following procedure in the Engine Service
5. Inspect injector sleeves again for coolant leakage.
Manual.
Check for coolant entering each cylinder.
CAUTION: If coolant or lube oil enters the exhaust
• If a leak is occurring at an injector sleeve,
system, past the turbocharger outlet elbow of the
replace the sleeve following the procedure in
turbocharger, a Diesel Particulate Filter (DPF)
the Engine Service Manual.
inspection must be done. If Aftertreatment System
problems are found, make necessary repairs. Test again to validate repair.
For Aftertreatment System diagnostics, see AFT • If no leaks are apparent, but coolant is
System (page 190) in “ELECTRONIC CONTROL entering a cylinder, replace the cylinder
SYSTEM DIAGNOSTICS”. For the removal of injector sleeve following the procedure in the
the Aftertreatment System, see the Aftertreatment Engine Service Manual.
Service Manual.
Test again to validate repair.
If leak continues, go to Cylinder Head Leak
Injector Sleeve Inspection Test.
• If available, a bore scope inserted through
WARNING: To prevent personal injury or death, injector sleeve may aid identification of
wear safety glasses with side shields. coolant-washed cylinder prior to cylinder
head removal.
EGES-455-1
Cylinder Head Leak Test • If no leaks are noticed, go to the next step.
5. Drain coolant from system.
6. Remove cylinder head from engine following
procedures in the Engine Service Manual.
1. Remove the valve cover and other parts, as
7. Inspect and pressure test the cylinder head
needed, following the procedure in the Engine
following procedures in the Engine Service
Service Manual.
Manual.
2. Plug in the coolant heater to warm the coolant.
• Inspect cylinder head gasket for damage
3. Pressurize the cooling system to 103 kPa (15 psi). at sealing points that show evidence of a
leak. Verify crankcase and cylinder head
surface flatness using a straightedge and
feeler gauge following procedure in the
Engine Service Manual. Replace the head
gasket. Repair or replace the cylinder head
if necessary.
• Inspect the cylinder head for cracks following
procedure in the Engine Service Manual.
Repair or replace.
8. Magna-flux test the cylinder head for cracks.
9. Test the cooling system again after any repair to
Figure 51 Cylinder head (intake side) cup plugs validate the repair.
4. Inspect the entire cylinder head including the cup

plugs behind the intake manifold, if necessary.
• If a leak is noticed, repair or replace if
necessary.
EGES-455-1
Coolant in Lube Oil • Coolant in exhaust

• Skewed record due to periodic coolant overfilling;
Symptom
this could cause loss through the overflow tank
When the crankcase lube oil is contaminated with (e.g., driver fills the coolant tank to the MAX line
coolant, the oil will have a light-gray or black sludgy when engine is cold). The service department is
appearance. The crankcase may also be overfilled. advised to request records showing the quantity
of coolant added over time and engine hours
Tools
of operation. The complaint must always
• ZTSE2384 – Radiator Pressure Testing Kit be independently confirmed by the service
department.
• ZTSE4289A – Cylinder Head Pressure Test Kit
• ZTSE4648 – Water Supply Housing Pressure
Adapter Coolant System Inspection
• ZTSE4647 – Thermostat Opening Pressure
Adapter (cylinder head) WARNING: To prevent personal injury or death,
• Straight edge
• Feeler gauge WARNING: To prevent personal injury or death,
Possible Causes do the following when removing the radiator cap or
deaeration cap:
• Failed interstage cooler (if equipped)
• Cylinder head cup plug failure
• Crevice seal (liner O-ring) failure deaeration cap.
• Cylinder head gasket leak • Loosen cap slowly a quarter to half turn to vent
• Front cover gasket damage pressure.
• Failed oil cooler • Pause for a moment to avoid being scalded by

steam.
NOTE: Oil cooler coolant leakage to oil will occur only
when coolant pressure is higher than oil pressure. • Continue to turn cap counterclockwise to remove.
Diagnosis and repairs will not be authorized based
solely on oil analysis. Procedure
Prior to pursuing diagnosis and repair of a coolant in oil 1. Check oil level and quality to verify oil
complaint, the technician must complete the following: contamination complaint.
• Visually examine an oil sample, taken through the • The presence of coolant in the oil will
drain plug, for coolant-in-oil contamination. generally give the oil a light-gray or black
sludgy appearance.
• If there is no visible evidence of coolant-in-oil, no
further action is necessary. 2. If oil contamination is verified, determine if the
engine is equipped with an air compressor.
• If there is visible presence of coolant in the engine
oil sample, then the technician may proceed with • If yes, do steps 3 through 7.
diagnosis to identify the cause. • If no, continue with step 8.
If the complaint is one of general coolant loss, then 3. Install Radiator Pressure Tester with the
the following may be considered prior to releasing the appropriate adapter.
vehicle to the customer:
4. Plug in cylinder block heater to warm coolant
• External leaks
• Coolant in air tank(s)
EGES-455-1

Inspect for coolant leaks.
• If the engine does not have an air compressor
and is leaking from the front cover area or
the oil suction tube, do Front Cover Inspection
(page 84).
• If a leak is noticed between the cylinder
sleeve and piston, replace the injector sleeve
for that cylinder. Follow procedure in the
• If a leak is noticed between the cylinder
sleeve and the engine block, replace the
cylinder sleeve crevice seal for that cylinder.
Follow procedure in the Engine Service
Manual.
Figure 52 Air compressor oil drain-back hose • If a leak is noticed from the oil drain-back ports
(camshaft side), do Cylinder Head Leak Test
(page 81).
5. Remove air compressor oil drain-back hose from • If no leak is noticed, leave pressure and heat
the bottom of compressor. on cooling system overnight and check the
6. Pressurize the cooling system to 103 kPa (15 psi). following day.
7. Look for coolant leaking from the air compressor • If coolant leak is noticed at the number
oil drain-back port. seven main bearing, remove cylinder head to
inspect for faults near crankcase-to-cylinder
• If coolant is leaking from air compressor, head oil supply gallery.
repair or replace air compressor.
• If no leak is noticed after inspection of oil
• If coolant is not leaking from the air supply hole and overnight pressure test, do
compressor oil drain-back port, continue the following sequential tests until problem is
to step 8. found:
8. Drain engine oil and remove the oil filter. A. Re-examine symptoms and evidence
9. Remove the oil pan following the procedure in the that a coolant leak exists.
Engine Service Manual. B. Front Cover Inspection (page 84)
10. If not already done, install Radiator Pressure C. Cylinder Head Leak Test (page 81)
Tester with the appropriate adapter.
12. After any repairs are completed, replace
contaminated engine oil and coolant. Test the
cooling system again to validate the repair.
EGES-455-1
Front Cover Inspection
Figure 53 Possible front cover coolant leak locations
1. Remove front cover and inspect gaskets and 2. After repairs are completed, replace the engine
sealing surfaces following procedure in the oil and coolant. Test the cooling system again to
Engine Service Manual. Check front cover and validate the repair.
crankcase with straight edge and feeler gauge.
Repair or replace as required.
EGES-455-1
Coolant Over-Temperature • Broken/worn accessory drive belt

NOTE: 2010 model year and above no longer • Accessory belt tensioner failure
utilize DTC identification by number. DTCs are now
• Coolant thermostat stuck closed
identified using the Suspect Parameter Number
(SPN) and the Failure Mode Indicator (FMI) identifiers • Slipping cooling fan drive clutch
only.
• Water pump failure
Symptoms • Cooling fan blade assembly wrong/damaged
When coolant temperature is above 107° C (224° • Instrument panel gauge error
F), Diagnostic Trouble Codes (DTCs) will be set, the
• Engine Coolant Temperature (ECT) sensor
control system will command less fuel, and a power
biased
loss will occur.
• Incorrect radiator
When coolant temperature is above 109° C (228° F),
the red ENGINE lamp will be illuminated and a DTC • Chassis effects, transmission, after-market
will be set. equipment
When coolant temperature is above 112° C (234° F),
the red ENGINE lamp will flash, an audible alarm will
Coolant System Inspection
sound, and a DTC will be set. If the vehicle has the
warning protection feature enabled, the engine will
shutdown after 30 seconds. WARNING: To prevent personal injury or death,
Tools
• ZTSE2384 – Radiator Pressure Testing Kit WARNING: To prevent personal injury or death,
• Regulated compressed air do the following when removing the radiator cap or
deaeration cap:
• Electronic Service Tool (EST) with
ServiceMaxx™ software • Allow engine to cool for 15 minutes or more.
• NAVCoM or NAVLink Interface Kit • Wrap a thick cloth around the radiator cap or
deaeration cap.
• Infared thermometer (locally obtained)
• Loosen cap slowly a quarter to half turn to vent
Possible Causes pressure.
• Defective radiator cap • Pause for a moment to avoid being scalded by
• Low engine coolant level steam.
• Internal or external coolant leaks • Continue to turn cap counterclockwise to remove.
• Internal or external radiator blockage • Do not substitute water for coolant.
EGES-455-1
• If no leaks are found, continue with step 5.

5. Start engine.
6. Test again for over-temperature condition
• If the engine is not running over-temperature,
continue with step 7.
• If the engine continues overheating, do step
8.

7. Install Radiator Pressure Tester with the
8. Pressurize the cooling system to 103 kPa (15 psi).
• If coolant is leaking externally, identify the
leak and repair. Repeat the test to verify
repair.
• If coolant is not leaking externally, but the
pressure is dropping, see Coolant Leak to
Exhaust/Intake (page 78) and Coolant in Lube
Oil (page 82).
Figure 54 Deaeration tank (typical) 9. Inspect the following items: cooling fan blade,
shroud, accessory drive belt, accessory drive belt
tensioner, cooling fan drive clutch, operation of
1. Check coolant deaeration tank for contamination electric or air fan, thermostat, and radiator.
and correct fill level.
CAUTION: To prevent radiator damage, when
• If coolant level is low, do step 2. using high-pressure washer, be careful not to get
the wand too close to radiator fins.
• If coolant level is correct, do step 6.
• If vehicle is new or recently repaired, verify
• If coolant is contaminated with oil, go to Lube
the correct part number for any component
Oil in Coolant (page 95).
related to the cooling system.
2. Pressure test deaeration tank cap.
• If the radiator cooling fins are blocked due to a
3. Fill cooling system to the maximum coolant level build-up of dirt or debris, use a power washer
mark. to clean blockage from radiator fins or any
debris on the cooling fan and fan drive clutch.
4. Inspect for coolant leaks. Check for external
leaks from coolant hoses, radiator, heater core, NOTE: If heat exchangers are stacked,
deaeration tank, deaeration tank, cap, engine, or separation of each cooler is necessary for proper
cylinder head cup plugs. Check for coolant in oil. cleaning.
• If any external leaks are found, repair • If no problems are identified, continue to
and fill cooling system. Test again for Temperature Sensor Validation Test in this
over-temperature condition. section.
• If oil is contaminated with coolant, go to
Coolant in Lube Oil (page 82).
EGES-455-1
Temperature Sensor Validation Test • If gauge is reading correctly, watch for

gauge to drop down to make sure the
NOTE: 2010 model year and above no longer
thermostat is opening at desired temperature.
utilize DTC identification by number. DTCs are now
If temperature rises steadily without dropping
identified using the Suspect Parameter Number
down, thermostat is possibly stuck closed.
(SPN) and the Failure Mode Indicator (FMI) identifiers
Replace thermostat, and recheck.
only.
1. Install Electronic Service Tool (EST) with
ServiceMaxx™ software and check for active Cooling System Operating Pressure Test
and inactive DTCs related to engine coolant
over-temperature conditions.
• If any DTCs remain relating to coolant wear safety glasses with side shields.
over-temperature condition, correct DTCs
before continuing. WARNING: To prevent personal injury or death,
• If no DTCs exist, continue with step 2. do the following when removing the radiator cap or
deaeration cap:
NOTE: The following test is only accurate if done after
a cold soak of at least 8 hours on the engine. • Allow engine to cool for 15 minutes or more.
2. Using the Electronic Service Tool (EST) • Wrap a thick cloth around the radiator cap or
with ServiceMaxx™ software, compare deaeration cap.
Engine Coolant Temperature (ECT1), Engine • Loosen cap slowly a quarter to half turn to vent
Oil Temperature (EOT), Exhaust Manifold pressure.
Temperature (EMT), and Intake Manifold
Temperature (IMT) with Key-On Engine-Off. • Pause for a moment to avoid being scalded by
steam.
3. Run engine up to operating temperature. Try to
duplicate the operator’s coolant over-temperature • Continue to turn cap counterclockwise to remove.
concern. Monitor the ECT1 using the Electronic 1. Install the Radiator Pressure Tester on the
Service Tool (EST) with ServiceMaxx™ software deaeration tank and run engine at elevated
and the instrument panel coolant temperature idle. Monitor the pressure in the system using
gauge. the tester gauge to see if pressure rises above
• If instrument panel coolant temperature normal value of deaeration tank cap.
gauge reads a different temperature than • If the pressure is higher than specification and
the Electronic Service Tool (EST) with both upper and lower radiator hoses are at
ServiceMaxx™ software and test gauge, engine operating temperature, then continue
repair instrument panel coolant temperature to Coolant Over Flow (page 75).
gauge fault.
• If the pressure is lower than specification
and upper and lower radiator hoses are
at different engine operating temperatures,
replace thermostat.
EGES-455-1
Coolant Over-Temperature – Charge Air Cooling 7. Use the recorded data to determine if the coolant
flow and coolant mixing valves are operating
Procedure correctly.
1. Connect Electronic Service Tool (EST) with • If the cooler difference is higher than the
ServiceMaxx™ software. secondary radiator difference, or is within -15
˚C (5 ˚F) of the secondary radiator difference,
2. Start engine and allow to reach operating
the Coolant Flow Valve (CFV) is stuck in the
temperature.
fully closed position. Install a new Coolant
3. Using an infrared thermometer, measure and Control Valve (CCV) assembly following the
record coolant inlet and outlet temperatures at procedure in the Engine Service Manual.
the secondary radiator.
• If the ambient temp is lower than 4 ˚C (39 ˚F)
4. Using Electronic Service Tool (EST) with then add -16 ˚C (4 ˚F) to the ECT and AIT2.
ServiceMaxx™ software, monitor and record
If the ECT sensor reading is higher than AIT2
temperature readings from ECT, ECT2, and
sensor reading by less than -7 ˚C (20 ˚F), the
AIT2 sensors. Record the readings on the
Coolant Mixer Valve (CMV) is stuck in the fully
Performance Diagnostics Form.
closed position. Install a new CCV assembly
5. Calculate secondary radiator cooling by following the procedure in the Engine Service
subtracting the coolant inlet temperature from Manual.
the outlet temperature. Record this number as
• If cooler difference is lower than secondary
secondary radiator difference.
radiator difference and ECT sensor reading is
6. Calculate CAC cooling by subtracting the ECT2 higher than AIT2 reading by -7˚ C (20 ˚F), the
sensor temperature from the AIT2 sensor CCV is functioning normally. Proceed to the
temperature. Record this number as cooler next step.
temperature difference.
8. If over-temperature condition remains, remove
secondary radiator and have flow checked at
radiator repair facility.
Retest engine for over-temperature condition with
repaired or replaced secondary radiator.
EGES-455-1
Lubrication System Lubrication System Inspection

Low Oil Pressure
Symptom shift transmission to park or neutral, set parking brake,
and block wheels before doing diagnostic or service
Low oil pressure can cause any or all of the following: procedures.
• Red ENGINE lamp NOTE: Never check the oil level when the engine is
• DTCs for Engine Oil Pressure (EOP) or Injection running or immediately after the engine is shut down;
Control Pressure (ICP) fault the reading will be inaccurate. Allow 15 minute drain
down time, before checking oil level.
• Engine knock
1. Park vehicle on level ground.
• Engine hard start or no start condition
2. Check oil level with oil level gauge. If oil level is
• Engine loss of power low, fill to the correct level.
Tools NOTE: When the crankcase lube oil is contaminated
• Electronic Service Tool (EST) with with coolant, the oil will have a light-gray or black
ServiceMaxx™ software sludgy appearance. The crankcase may also be
overfilled.
• NAVCoM or NAVLink Interface Kit
3. Inspect oil for thickening and odor.
• If oil is contaminated, go to Fuel in Lube
• Regulated compressed air (page 95) or Coolant in Lube Oil (page 82)
Possible Causes test procedures located in this section.
• Low oil level: oil leak, oil consumption, or incorrect • If oil level is at the correct level and not
servicing contaminated, do step 5.
• High oil level: incorrect servicing, fuel in oil, or 4. After repairs are completed, replace the
coolant in oil contaminated oil, oil filter, and coolant as required.
• Incorrect oil viscosity
• Incorrect EOP sensor
• Oil pressure regulator stuck open
• Scored/damaged oil pump
• EOP sensor biased
• Broken, missing, or loose piston cooling jets
• Missing, damaged, or worn bearing inserts or
camshaft bushings
• Aeration (cracked pickup tube or pickup tube
gasket)
• Loose rocker arm bolt or worn rocker shaft Figure 55 Pressure Test Kit connected to EOP
sensor fitting
EGES-455-1
Oil Pressure Regulator Inspection

shift transmission to park or neutral, set parking brake,
procedures.
5. Connect the Pressure Test Kit to the engine
oil pressure test port located on the Engine Oil
Pressure (EOP) sensor. If the engine is equipped
with an air compressor, use an adapter inline to
this port.
6. Measure pressure at low and high idle. The
engine must be at operating temperature.
• If oil pressure does not read within the
specification listed in Appendix A in this
manual, go to Oil Pressure Regulator
Inspection.
Figure 56 Oil pressure regulator
• If oil pressure reads within specification
listed in Appendix A in this manual, compare
mechanical gauge readings with instrument
1. Remove and inspect oil pressure regulator as
panel gauge and EOP value on the Electronic
described in the Engine Service Manual.
Service Tool (EST) with ServiceMaxx™
software. NOTE: The oil pressure regulator piston should
move freely in its bore. Inspect valve cap and
• If instrument panel engine oil pressure gauge
O-ring, spring, piston, and valve body for damage.
reads a different value than the Electronic
Service Tool (EST) with ServiceMaxx™ • If oil pressure regulator fails inspection,
software and mechanical oil pressure gauge, install a new oil pressure regulator following
repair instrument panel engine oil pressure the procedure in the Engine Service Manual.
gauge fault.
• If oil pressure regulator is functional and
passes inspection, go to Oil and Crankcase
Inspection (page 91) in this section.
EGES-455-1
Oil and Crankcase Inspection

1. Drain oil from engine. Inspect oil drain plug
magnet, drained oil, and oil filter for debris.
Figure 59 Piston cooling jet
2. Remove oil pan following the procedure in the

3. Inspect the bottom of oil pan for debris.
4. Inspect for missing, loose, plugged, or damaged
Figure 57 Bottom of engine
oil pickup tube, pickup tube gasket, piston cooling
jets, bearing inserts, and cam bushings. Replace
or repair as necessary.
Figure 58 Oil suction tube assembly and gasket

1. Oil suction tube gasket
2. Oil suction tube assembly
Figure 60 Piston cooling jets
1. Piston cooling jet (unknurled) – MaxxForce® DT
engines
2. Piston cooling jet (knurled) – MaxxForce® 9 and 10
engines
5. Verify correct piston cooling jets are installed for

the engine displacement.
EGES-455-1
Oil Pump Inspection 1. Remove and inspect the lube oil pump as
described in the Engine Service Manual.
• Inspect the lube oil pump housing and
plate for gouging, scoring, or a discolored
hot-scored appearance.
• Inspect the gerotor gears for excessive wear
or damage.
• If no excessive damage is found, go to Front
Cover Inspection in this section.
Figure 61 Lube oil pump housing cover

1. Lube oil pump housing
2. Inner gerotor
3. Outer gerotor
4. Oil pump seal
EGES-455-1
Front Cover Inspection
Figure 62 Possible front cover internal oil leak areas
EGES-455-1
Figure 63 Possible front cover internal oil leak areas
1. Remove the front cover assembly (front half) from

the engine following the procedure in the Engine
Service Manual. Inspect the front cover and front
cover gasket for damage. Repair or replace, if
needed, and retest.
EGES-455-1
Lube Oil in Coolant NOTE: Install a new O-ring before installing the
coolant drain plug.
Symptom
4. Remove the oil cooler following the procedure in
Coolant contaminated with lube oil will have oil in the the Engine Service Manual.
deaeration tank.
5. Pressure test the oil cooler following the
Tools procedure in the Engine Service Manual. If a
leak is noticed, replace the oil cooler. If there is
• ZTSE4939 – Oil Cooler Pressure Test Plate
no visible leak, no repair is necessary.
6. After repair is made, flush cooling system
• Regulated compressed air completely and monitor for contaminants. Repeat
as necessary.
Possible Causes
• Failed oil cooler
Fuel in Lube
Procedure
Symptom
WARNING: To prevent personal injury or death, Oil contaminated with diesel fuel will cause the oil level
do not smoke and keep fuel away from flames and in engine to increase.
sparks.
Tools
WARNING: To prevent personal injury or death, None
Possible Causes
• Engine performance or start issues (misfire, rough
WARNING: To prevent personal injury or death, idle, low power, poor start ability)
do the following when removing the radiator cap or
• Leaking fuel injector or injector O-ring (A leaking
deaeration cap:
injector sleeve or injector tip could cause
• Allow engine to cool for 15 minutes or more. contaminated engine oil, but would most likely be
identified as a performance problem.)
deaeration cap.
Procedure
• Loosen cap slowly a quarter to half turn to vent
1. Verify oil contamination.
pressure.
2. Remove the oil level dipstick. Capture an oil drop
• Pause for a moment to avoid being scalded by
on a clean paper towel.
steam.
High fuel content will be indicated by an
expanding ring of fuel moving outwards from
1. Check for coolant contamination by inspecting the oil drop.
deaeration tank for presence of oil.
• If excessive fuel is present, take an oil sample
2. Place a coolant drain pan under the oil cooler for analysis and monitor engine oil level.
module.
• If no excessive fuel is noted, no repair is
3. Remove the coolant drain plug installed in the required.
bottom of the oil cooler module. Drain coolant.
This procedure will drain the entire cooling
system.
EGES-455-1
EGES-455-1
5 HARD START AND NO START DIAGNOSTICS 97
Table of Contents
Diagnostic Form EGED-460 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Diagnostic Form Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

1. Initial Key On Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
2. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Fuel Quality Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Intake Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
3. Electronic Service Tool (EST) Connection and Data Recording. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
4. Check for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
5. Engine Cranking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
6. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Special Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110

Inlet Air Heater (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
Amperage Draw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Fuel Pump Electrical Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Aeration Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Fuel Filter Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Alternative Fuel Supply Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Injection Control Pressure System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
ICP Open Loop Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
High-pressure Pump Reservoir Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
IPR Control Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
High-pressure Oil Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
IPR Block-off Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
High-pressure Oil Rail Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
EGES-455-1
98 5 HARD START AND NO START DIAGNOSTICS
EGES-455-1
Diagnostic Form EGED-460
Figure 64 Diagnostic Form EGED-460
The Hard Start and No Start Diagnostics Form directs out of sequence can cause incorrect results. If the
technicians to systematically troubleshoot a hard start customer complaint is found and corrected, it is not
or no start condition and avoid unnecessary repairs. necessary to complete the remaining tests.
This Diagnostic Manual section shows detailed See appropriate section of this manual for Diagnostic
instructions of the tests on the form. The manual Trouble Codes (DTCs) and engine specifications.
should be used with the form and referenced for
Diagnostic Form EGED-460 is available in 50 sheet
supplemental test information. Use the form as a
pads. To order technical service literature, contact
worksheet to record test results.
your International dealer.
Do Required Test Procedures in sequence, and do
Special Test Procedures when needed. Doing a test
EGES-455-1
Diagnostic Form Information
Fill in the header information on the Diagnostic Form. • Unit No. (dealer’s quick reference number)
• Technician • VIN
• Date • Customer complaint (interview driver)
EGES-455-1
Required Test Procedures Procedure

NOTE: If this is a cold start problem, verify the Inlet Air 1. Turn ignition switch to ON, engine OFF. Check for
Heater is working. See Inlet Air Heater (page 110) in the following:
Special Test Procedures.
• WATER IN FUEL lamp (LCD display)
2. Record results on the Diagnostic Form.
• If WATER IN FUEL lamp stays on, go to Fuel
GOVERNMENT REGULATION: Engine
Quality Check (page 103).
fluids (oil, fuel, and coolant) may be a hazard
all fluids and other contaminated materials
2. Visual Inspection
(e.g., filters, rags) in accordance with applicable
Purpose
fluids, filters, and other contaminated materials
according to applicable regulations. Check all fluid levels and inspect engine systems for
problems (leaks, open connections, harness chaffing,
etc.).
WARNING: To prevent personal injury or
Tools
death, do not let engine fluids stay on your skin.
Clean skin and nails using hand cleaner and wash None
with soap and water. Wash or discard clothing and
rags contaminated with engine fluids.
Engine Oil
WARNING: To prevent personal injury or death, 1. Park vehicle on level ground and check oil level.
shift transmission to park or neutral, set parking brake,
and block wheels before doing diagnostic or service NOTE: API CJ-4 oils are recommended for high
procedures. speed diesel engines with advanced exhaust
aftertreatment systems that meet 2007 and
beyond on-highway exhaust emission standards.
do not smoke and keep fuel away from flames and
sparks.

provide proper ventilation when operating an engine in
a closed area. Inhalation of exhaust gas can be fatal.
1. Initial Key On Check
Purpose
Determine if the Engine Control Module (ECM) is
powered up and if water is in the fuel supply.
Tools Figure 66 Lube oil requirements label

ServiceMaxx™ software
NOTE: Turn engine OFF. Wait 15 minutes for oil
• NAVCoM or NavLink interface Kit level to stabilize.
Note: Programming is only possible with the 2. Use oil level gauge (dipstick) to verify engine oil
NAVCoM cable. level.
EGES-455-1
3. Record results on Diagnostic Form. 1. Park vehicle on level ground.

• If level is below specification, inspect for 2. Check instrument panel gauge and visually look
leaks, oil consumption, or improper servicing. into fuel tank to verify fuel level.
If engine oil level is low, fill to specification.
• If fuel gauge reads above empty, but tank
• If level is above specification, inspect for is empty, diagnose dash gauge. Verify
improper servicing, coolant contamination, sufficient fuel level before diagnosing a
or fuel dilution. If engine oil level is above pressure problem.
specification, drain to specification.
• If fuel tank is empty, add fuel and prime fuel
• If oil is contaminated, determine source of system. See Fuel System Priming in this
contamination, repair as required. Replace oil section.
and filter after repair.
NOTE: The fuel pump will run for 10 seconds.
Wait 10 seconds between switch cycles.
Fuel Level

sparks.
EGES-455-1
Fuel Quality Check 1. Place clear diesel fuel container under fuel drain
valve.
Purpose
2. Open fuel drain valve to fill container.
Check fuel quality and for signs of contamination.
NOTE: If fuel does not drain, turn ignition switch
Tools ON to run the electric fuel pump. Electric fuel
pump will run for 10 seconds with ignition switch
• Clear diesel fuel container
ON.
Procedure 3. Check for water, waxing, icing, sediment,
gasoline, or kerosene by shaking fuel sample
container and letting contents settle.
• Sediments will fall to the bottom of the fuel
sample container.
• Gasoline and kerosene will separate from the
diesel fuel.
• Waxing or icing will prevent diesel fuel from
flowing out of the fuel drain valve.
• If the fuel quality is questionable, correct the
problem. Take another sample to verify fuel
quality is satisfactory.
Figure 67 Fuel requirements label
• If the fuel quality is satisfactory, continue to
next test.
NOTE: Instrument panel Water In Fuel (WIF) lamp
should cycle ON, then OFF, if there is no water in the
system. Lamp will stay on if water is detected.
Figure 68 Fuel sample
EGES-455-1
Engine Coolant Level Electrical System

Inspect batteries and electrical system (engine and
WARNING: To prevent personal injury or vehicle) for poor or loose connections, corroded
death, make sure engine has cooled before removing terminals, or broken and damaged wires.
components.
• If electrical system problem is found, make
1. Park vehicle on level ground. necessary repairs.
2. Check coolant level as indicated on deaeration
tank level window.
Intake Air
CAUTION: Coolant in the Exhaust could damage
NOTE: Intake air restriction should be less than 6.2
the Diesel Particulate Filter (DPF). Inspect DPF
kPa (25 in. in H2O) at full rated speed.
for damage. See AFT System in “ELECTRONIC
CONTROL SYSTEMS DIAGNOSTICS” for inspection Inspect air filter gauge, located on air filter housing or
of the DPF. For coolant contamination, see Coolant on the dash panel.
System in “ENGINE SYMPTOMS DIAGNOSTICS”.
• If gauge indicates air filter requires replacement,
3. Record results on Diagnostic Form. verify there are no other restrictions in the air inlet
or filter housing before replacement of air filter.
• If level is above or below deaeration tank
fill level, inspect for leaks, coolant in the oil,
or coolant in the intake or exhaust. See
Exhaust System
the “ENGINE SYMPTOMS DIAGNOSTICS”
section and repair. Inspect exhaust system (engine and vehicle) for
damaged or plugged tailpipe.
• If level is at deaeration tank fill level, and no
tank contamination is evident, no action is • If exhaust system problem is found, make
required. necessary repairs.
• If coolant is contaminated, determine the
source, and repair as required. See “Engine
Operation and Maintenance Manual” for
coolant system requirements.
Charge Air Cooler (CAC) System

1. Inspect the CAC interstage cooler, and all piping
for leaks.
2. Inspect all CAC connections and clamps.
• If CAC system problem is found,
make necessary repairs. See Coolant
Over-Temperature – Charge Air Cooling
(page 88)in “ENGINE SYMPTOMS
DIAGNOSTICS”.
EGES-455-1
3. Electronic Service Tool (EST) Connection and

Data Recording
Purpose
To check ECM software, sensor signals, Diagnostic
Trouble Codes (DTCs) and to record additional
vehicle information on the diagnostic form.
Tools
Note: Programming is only possible with the
NAVCoM cable.
Procedure
1. Turn ignition switch to ON, engine OFF.
Figure 69 ServiceMaxx™ startup screen – vehicle connected
EGES-455-1
2. Connect the Electronic Service Tool (EST) 6. Record the following KOEO pressure and flow
with ServiceMaxx™ software to the vehicle’s sensor values on the Diagnostic Form:
Diagnostic Connector.
• Mass Air Flow (MAF)
3. Start the ServiceMaxx™ software.
• Injection Control Pressure (ICP)
• If unable to communicate with the ECM, see
• Exhaust Back Pressure (EBP)
the ServiceMaxx™ Users Guide.
• Intake Manifold Pressure (IMP)
• If unable to communicate and no problems
found with ServiceMaxx™ software, • Barometric Absolute Pressure (BARO)
go to J1939 Data Link (page 385) in
• DPF Differential Pressure (DPFDP)
“ELECTRONIC CONTROL SYSTEM
DIAGNOSTICS”. 7. Cycle ignition switch OFF, then back ON while
monitoring FDP.
• If communication was established, continue
to the next step. NOTE: The electric fuel pump will time out after
10 seconds unless engine speed is present. If
4. Verify the following vehicle information
electric fuel pump times out, wait 10 seconds
matches the ServiceMaxx™ software displayed
between switch cycles to reset timer.
information and record on Diagnostic Form.
• Vehicle Identification Number (VIN)
9. Look for sensor values that are out of
• Software Identification
specification. A sensor out of specification could
• Horsepower (HP) rating cause the ECM to command lower then normal
starting pressure on certain systems.
• Engine Family Rating Code (EFRC)
• If sensor is out of specification, go to
• Transmission
the suspect sensor in the “ELECTRONIC
• Odometer (miles) CONTROL SYSTEM DIAGNOSTICS”
section of this manual.
• Engine Hours
10. Using ServiceMaxx™ software, run the Output
• Engine Serial Number (ESN)
State Test High and Low while monitoring the
NOTE: The engine serial number is located on the following signals:
right side of the crankcase, just above the oil filter
• EGR Control
header. It is also on the engine emission label on
the valve cover. • Engine Throttle Position
5. Record the following Key ON, Engine OFF NOTE: The EGR Control signal displays duty
(KOEO) temperature sensor values on the cycle and not actual valve position. EGR valve
Diagnostic Form. closed is 35% and valve open is 90%.
NOTE: The electric fuel pump will run for 10 11. Look for values that are out of specification.
seconds with ignition switch ON. Take readings An actuator out of specification could cause air
after electric fuel pump shuts OFF. management problems.
NOTE: If ECT1 is below -1 °C (30 °F), verify Intake • If actuator is out of specification, go to the
Air Heater is working before continuing. See Inlet suspect actuator in the “ELECTRONIC
Air Heater (page 110) in Special Test Procedures. CONTROL SYSTEM DIAGNOSTICS”
• Air Intake Temperature (AIT)
12. Ensure air tanks are full.
• Engine Coolant Temperature 1 (ECT1)
NOTE: ServiceMaxx™ software does not have a
• Engine Oil Temperature (EOT)
Exhaust Back Pressure Valve (EBPV) feedback
signal.
EGES-455-1
NOTE: Engine will cycle EBPV three times when Purpose

engine is shut OFF.
Identify DTCs.
13. Start engine and idle for 5 seconds.
Tools
14. Shut engine OFF and visually monitor EBPV for
movement. • Electronic Service Tool (EST) with
• If EBPV does not cycle open and closed, go
to next step. • NAVCoM or NAVLink Interface Kit
• If EBPV cycles open and closed, valve is Note: Programming is only possible with the
working correctly. NAVCoM cable.
15. Disconnect air supply to EBPV.
Procedure
16. Start engine and idle for 5 seconds.
movement.
• If air flow cannot be heard, go to EBPV
in “ELECTRONIC CONTROL SYSTEM
• If air flow can be heard when cycled high,
check valve or linkage for sticking.
18. Use ServiceMaxx™ software to monitor DPF
status. Record results on Diagnostic Form. Figure 70 DTC window
• If DPF status is “Regen needed - critical 1. Suspect Parameter Number (SPN) column
level”, run the Onboard Filter Cleanliness 2. Failure Mode Indicator (FMI) column
test. 3. Fault code column
4. Clear DTCs Type button
5. Extended (Freeze Frame)
4. Check for DTCs
NOTE: 2010 model year vehicles no longer utilize
DTC identification by number. DTCs are now NOTE: Click the extended button to receive a Freeze
identified using the Suspect Parameter Number Frame data of when the code was set.
(SPN) and Failure Mode Indicator (FMI) identifiers 3. Record DTCs on the Diagnostics Form.
only.
• Correct any active DTCs. See the
• Suspect Parameter Number (SPN) – The SPN “DIAGNOSTIC TROUBLE CODE INDEX”
identifies the individual component causing the (page 415).
DTC.
• Investigate previously active DTCs with high
• Failure Mode Indicator (FMI) – The FMI identifies counts for possible intermittent conditions.
the fault or condition affecting the individual
component.
• Active DTCs are codes that are active now.
• Previously active DTCs are historical faults that
may be caused by intermittent signals, or an
operating condition which is not currently present.
EGES-455-1
5. Engine Cranking 3. Connect Fuel Pressure Gauge to Intake Manifold

Fuel Test Port.
Purpose
NOTE: FDP sensor is only capable of measuring up to
Determine if engine systems are able to meet 517 kPa (75 psi) of pressure. Always use fuel gauge
minimum starting specifications. to measure fuel pressure.
4. Press record and start cranking engine for a
Tools
maximum of 10 seconds while monitoring the
• Electronic Service Tool (EST) with following signals:
• Switch Battery (SWBAT)
• Engine Speed (RPM)
• Fuel Delivery Pressure (FDP)
NAVCoM cable.
• Injection Control Pressure (ICP)
• ZTSE4357 – Digital Multimeter
Procedure
5. Record cranking results on the Diagnostic Form.
• If SWBAT drops below specification, check
2. Using Electronic Service Tool (EST) with cranking voltage at batteries using DMM. If
ServiceMaxx™ software, open the Hard Start, No okay, go to ECM Power in “ELECTRONIC
Start session. CONTROL SYSTEM DIAGNOSTICS”. If not
okay, check batteries and charging system,
connect battery charger, and retest.
• If no rpm signal is present, see CKP Sensor
(page 231) and CMP Sensor (Camshaft
Position) (page 234) in “ELECTRONIC
CONTROL SYSTEM DIAGNOSTICS”.
• If Engine Speed is below specification, check
batteries and starting system.
• If FDP is below specification, go to Fuel Pump
Electrical Test in Special Test Procedures.
• If ICP is below specification, go to ICP
Figure 71 Screenshot of Hard Start No Start signals
Open Loop Test (page 117) in Special Test
(example only)
Procedures.
• If EBP is above specification, disconnect
NOTE: If this is a cold start problem, verify the Intake exhaust before Diesel Oxidation Catalyst
Air Heater is working. See Inlet Air Heater (page 110) (DOC) and inspect for face plugging.
in Special Test Procedures.
EGES-455-1
6. Relative Compression Test Relative Compression Test Interpretation

The Relative Compression Test is used to measure
Purpose
cylinder balance based on the compression stroke of
To verify all cylinders have good compression. each cylinder and will detect a cylinder compression
problem due to a mechanical failure, not an injector
Tools misfire.
• Electronic Service Tool (EST) with NOTE: This test must be run before running the
ServiceMaxx™ software Cylinder Cut Out Test
• NAVCoM or NAVLink Interface Kit This test determines cylinder integrity. The Engine
Control Module (ECM) measures the time it
takes for each piston to travel upward during the
NAVCoM cable.
compression stroke. Timing is based on information
from the Camshaft Position (CMP) sensor and
Procedure
Crankshaft Position (CKP) sensor. A cylinder with
low compression allows the piston to travel faster
WARNING: To prevent personal injury or death, during the compression stroke.
read all safety instructions in the “Safety Information”
section of this manual. The test results are displayed by either numerical
text or graphical display. If there are no mechanical
NOTE: Use a battery charger when performing problems with the engine, the numbers or graphs
this test. It is important that cranking rpm remains displayed should be approximately the same value
consistent throughout test. or height. A smaller number or lower level graph
1. Turn ignition switch to ON, engine OFF. indicates a problem with that particular cylinder.
2. Using ServiceMaxx™ software, run the Relative Possible Causes

Compression Test.
• Valve train damage
3. Follow the on-screen instructions.
• Valves out of adjustment
4. Record results on Diagnostic Form.
• Worn or broken piston rings
• If Speed Difference for one cylinder is
significantly lower than others, cylinder is • Excessive cylinder wall wear
suspect for compression loss. • Damaged piston
Figure 72 Electronic Service Tool (EST) with

ServiceMaxx™ software Display
EGES-455-1
Special Test Procedures Amperage Draw
Procedure
GOVERNMENT REGULATION: Engine

(e.g. filters, rags) in accordance with applicable
fluids, filters, and other contaminated materials
according to applicable regulations.

read all safety instructions in the “Safety Information”
Inlet Air Heater (IAH)
Purpose Figure 73 International® Electrical System Tester

Inspect IAH system for malfunctions. with amp clamp
Tools
• Electronic Service Tool (EST) with 1. Install amp clamp around the IAH relay B+ feed
ServiceMaxx™ software circuit.
• NAVCoM or NAVLink Interface Kit 2. Turn ignition switch to ON, engine OFF.
Note: Programming is only possible with the 3. Using the Electronic Service Tool (EST) with
NAVCoM cable. ServiceMaxx™ software, run the KOEO Glow
Plug/Inlet Heater Output State Test.
• Digital Multimeter (DMM)
• EXP-1000 HD by Midtronics (Amp Clamp) running other KOEO tests.
• If amperage draw is below specification, see
IAH System (page 340) in “ELECTRONIC
• If amperage draw is above specifications, the
Inlet Air Heater system is working correctly.
EGES-455-1
Fuel System
Figure 74 Low-pressure fuel system

1. Electric pressure fuel pump 5. Water drain valve 8. Fuel supply line from tank
2. Fuel filter module 6. Fuel Delivery Pressure (FDP) 9. Fuel heater
3. Fuel filter test port sensor 10. Intake manifold fuel test port
4. Fuel return line to tank 7. Water in Fuel (WIF) sensor
EGES-455-1
Fuel Pump Electrical Check 1. Connect Breakout Harness 6023 between engine
harness and fuel pump.
Purpose
2. Using a DMM, measure voltage between pins 1
Verify Fuel Pump has power. and 4, then between pins 1 and 6.
Tools
NOTE: The fuel pump will time out after 10 seconds
Breakout Harness 6023 (Fuel Pump)
unless engine speed is present. Wait 10 seconds
Possible Causes between switch cycles to reset timer.
• Blown fuse • If voltage is below 9 V, go to EFP (page
• Failed relay
DIAGNOSTICS”.
• Circuit fault
• If voltage is above 9 V, go to Aeration Check (page
• Failed Fuel Pump 113).
Procedure
NOTE: Run this test if Fuel Delivery Pressure (FDP) is
below specification or the Fuel Pump can not be heard
when turning the ignition switch ON.
EGES-455-1
Aeration Check 1. Connect Fuel Pressure Gauge to the fuel test port
on the front of the intake manifold.
Purpose
2. Route clear hose into diesel fuel container.
Check for correct fuel pressure and fuel aeration.
NOTE: The fuel pump will only run for 10 seconds per
NOTE: Plugged supplemental filters or separators switch cycle, and there must be 10 seconds between
mounted on vehicle will influence fuel pressure, switch cycles.
restriction, and aeration.
NOTE: The Fuel Delivery Pressure (FDP) sensor is
NOTE: Fuel aeration must be checked using the only capable of measuring up to 517 kPa (75 psi)
Fuel Pressure Gauge clear hose. Aeration cannot be of pressure, even though fuel pressure normally
measured using the FDP sensor. operates at 621 kPa (90 psi).
Tools 3. Close Fuel Pressure Gauge shut-off valve. Turn
ignition switch to ON. Open Fuel Pressure Gauge
• ZTSE4681 – Fuel Pressure Gauge
shut-off valve to check for aeration (bubbles
• Clean Fuel Tank Tool flowing through clear line).
4. Record results on Diagnostics Form.
Procedure
• If fuel is aerated, go to next step.
• If fuel is not aerated, go to Fuel Filter Check.
5. Disconnect fuel supply line at filter housing.
6. Connect Clean Fuel Tank Tool to filter housing.
7. Close Fuel Pressure Gauge shut-off valve. Turn
ignition switch to ON. Open Fuel Pressure Gauge
shut-off valve to check for aeration (bubbles
flowing through clear line).
• If fuel is not aerated, repair fuel supply line
from fuel tank to filter housing.
• If fuel is aerated, replace fuel filter housing
following procedures in the Engine Service
Manual.
Figure 75 Fuel Pressure Gauge connected to

intake manifold test port
EGES-455-1
Fuel Filter Check • If fuel pressure is below specification,

continue to next step.
Purpose
Check pressure difference between the filtered and
non-filtered side of the fuel filter.
NOTE: The Fuel Delivery Pressure (FDP) sensor
monitors the filtered side of the fuel filter.
Tools
• ZTSE4526 – Fuel/Oil Pressure Test Coupler
Procedure
Figure 77 Fuel return line disconnected
4. Disconnect fuel return line from Fuel Filter

housing.
NOTE: Removing the fuel return line will restrict fuel
Figure 76 Fuel Pressure Test Gauge connected leaving the filter housing and cause the system to build
to fuel filter test port maximum pressure.
5. Turn ignition switch to ON, engine OFF. Measure
1. Connect Fuel/Oil Pressure Test Coupler and Fuel fuel pressure.
Pressure Gauge to the fuel filter housing test port. 6. Record results on Diagnostic Form.
2. Close Fuel Pressure Gauge shut-off valve. Turn • If fuel pressure is above specification, replace
ignition switch to ON, engine OFF. Measure fuel Fuel Pressure Regulator.
pressure.
• If fuel pressure is below specification, go to
3. Record results on Diagnostic Form. Alternative Fuel Supply Test.
• If fuel pressure is within specification, replace
the fuel filter element and clean strainer filter.
EGES-455-1
Alternative Fuel Supply Test
Purpose
Verify the fuel supply is not restricted or open.
Tools
• Clean Fuel Tank Tool
Procedure
1. Retain Fuel Pressure Gauge to fuel filter housing
set up from previous test.
2. Disconnect fuel pump supply line from fuel filter
Figure 78 Alternative Fuel supply test line
housing.
connected to fuel filter housing inlet
3. Connect the fuel supply test line between the fuel

filter housing inlet and Clean Fuel Tank Tool.
4. Turn ignition switch to ON, engine OFF. Measure
fuel pressure.
5. Record results on Diagnostic Form.
• If fuel pressure is within specification, repair
fuel supply restriction or open.
• If fuel pressure is below specification, replace
fuel pump.
EGES-455-1
Injection Control Pressure System
Figure 79 ICP System

1. High-pressure oil manifold 4. High-pressure oil pump 6. Oil inlet from front cover reservoir
2. Injection Control Pressure (ICP) 5. Injection Pressure Regulator (with screen filter)
sensor (IPR) Valve 7. Fuel injector (6)
3. High-pressure oil hose
EGES-455-1
ICP Open Loop Test High-pressure Pump Reservoir Inspection
Purpose Purpose
Check for biased ICP sensor or sensor circuit. Check if the high-pressure oil pump is receiving
engine oil.
NOTE: Run this series of tests only if engine oil
pressure is within specification, and ICP does not
Tools
build enough pressure to start the engine.
Hand Tools
Tools
Procedure
None
Procedure
Figure 81 Engine Oil Temperature (EOT) sensor
Figure 80 Gray valve cover connector (UVC 1. Loosen Engine Oil Temperature (EOT) sensor to
connector 1) unplugged verify reservoir has oil in it.
• If reservoir is empty, see Lubrication
1. Disconnect the gray valve cover connector (UVC System (page 89) in “ENGINE SYMPTOMS
connector 1) at the front of the valve cover gasket. DIAGNOSTICS”.
NOTE: This test will set an ICP Diagnostic Trouble • If reservoir is full, go to IPR Control Test.
Code (DTC). Ignore DTC and clear after reinstalling
UVC connector 1.
2. Crank engine for a maximum of 20 seconds.
• If engine starts, see ICP Sensor (page
DIAGNOSTICS”.
• If engine does not start, go to High-pressure
Pump Reservoir Inspection.
EGES-455-1
IPR Control Test 5. Energize the IPR valve by connecting B+ and

ground to Breakout Harness 4484.
Purpose
6. Using the Electronic Service Tool (EST) with
Check for Injection Pressure Regulator (IPR) electrical ServiceMaxx™ software, open Hard Start No
control failure. Start session.
Tools
NAVCoM cable.
• Breakout Harness 4484 (IPR valve)
Procedure
Figure 82 ServiceMaxx™ software – monitoring ICP
1. Reconnect the gray valve cover connector.
2. Remove IPR harness connector. Inspect for
damage or corrosion. 7. Turn ignition switch to ON, engine OFF.
3. Record connection problems on the Diagnostic 8. Crank the engine while monitoring Injection
Form. Control Pressure.
• If connection problems are evident, repair 9. Record ICP results on Diagnostic Form.
connection. • If ICP pressure builds above 28 MPa (4000
• If connection is OK, go to next step. psi), see IPR (page 379) in “ELECTRONIC
4. Connect Breakout Harness 4484 to the IPR valve;
leave engine harness disconnected. • If ICP pressure does not build to 28 MPa
(4000 psi), go to High-pressure Oil Pump
CAUTION: Do not connect test harness directly to the Test.
engine harness. Doing so will result in a blown fuse.
EGES-455-1
High-pressure Oil Pump Test

Purpose
Check if the high-pressure pump can provide
maximum Injection Control Pressure (ICP).
Tools
NAVCoM cable.
• Breakout Harness 4484 (IPR valve) Figure 83 High Pressure Test Gauge
• ZTSE4927 – ICP Adapter Pressure Test Fitting 1. High-pressure hose

2. ICP Adapter Pressure Test Fitting
• ZTSE4954 – High Pressure Test Gauge 3. High Pressure Test Gauge
Procedure
1. Retain Breakout Harness 4484 with B+ and 3. Use ICP Adapter Pressure Test Fitting to connect
ground connections from previous test. high-pressure hose to High Pressure Test Gauge.
2. Remove high-pressure hose from the cylinder 4. With B+ and ground supplied to the IPR valve,
head fitting. crank the engine while monitoring ICP pressure.
5. Record ICP results on the Diagnostic Form.
• If ICP goes above 28 MPa (4000 psi), go to
High-pressure Oil Rail Leak Test (page 122).
• If ICP does not go above 28 MPa (4000 psi),
go to IPR Block-Off Test.
EGES-455-1
IPR Block-off Test Procedure

1. Remove IPR valve from high-pressure oil pump.
Purpose
Check if high-pressure pump is able to reach
maximum pressure.
Tools
• NAVCoM or NAVLink Interface Kit Figure 84 IPR Plug Tester
NAVCoM cable.
2. Install IPR Plug Tester.
• Breakout Harness 4793 (8–pin UVC)
3. Crank the engine while monitoring ICP.
• ZTSE4927 – Adapter Fitting
• ZTSE4816 – IPR Plug Tester
• If ICP goes above 28 MPa (4000 psi), replace
• ICP test sensor (locally obtained) IPR valve.
• 69 MPa (10,000) psi mechanical gauge (optional) • If ICP does not go above 28 MPa (4000 psi),
replace the high-pressure pump.
EGES-455-1
High-pressure Oil Rail Leak Test
Figure 85 High-pressure oil rail

1. Rail to head O-ring location 3. Engine Compression Brake 5. Injector oil inlet adapter (puck)
2. Injection Control Pressure (ICP) (ECB) valve (If equipped) assembly
sensor 4. Engine Compression Brake
Pressure (ECBP) sensor
EGES-455-1
Purpose 4. Crank the engine while visually inspecting around

the high-pressure rail for leaks.
Check for high-pressure oil rail leaks under the valve
cover.
Tools
• Breakout Harness 4484 (IPR valve)
Procedure
1. Connect Breakout Harness 4484 to B+ and
ground.
2. Connect high-pressure hose to the cylinder head.
3. Remove engine valve cover, and disconnect all 6
Figure 87 Injector oil inlet adapters
injector electrical connectors.
1. Top view
NOTE: Look for excessive oil leak from each injector
2. Bottom view
oil inlet adaptor, center of rail to head O-ring, and
sensor or brake shutoff valve.
5. Record the results on Diagnostic Form.
• If oil is leaking from the ECB valve, replace
the ECB valve.
• If the center of the rail to the cylinder head is
leaking, remove rail and replace O-ring.
• If any injector oil inlet adapter is leaking
excessively more oil than others, remove rail
and replace leaking injector oil inlet adapter.
• If ICP sensor is leaking, replace ICP sensor.
6. If no leaks are found, or it’s hard to distinguish
which puck leaks, then connect Breakout Harness
4484 to B+ and ground, crank engine, and retest
Figure 86 Possible leak points for leaks.

EGES-455-1
6 PERFORMANCE DIAGNOSTICS 123
Table of Contents
Diagnostic Form EGED-555. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . .125

Diagnostics Form Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127

1. Initial Key On Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
2. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
Fuel Quality Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Intake Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
3. Electronic Service Tool (EST) with ServiceMaxx™ software Connection. . . . . . . . . . . . . . . . . . . . . . . . . . . .131
4. Check for DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
5. KOER Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .134
6. Fuel Aeration Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
7. Engine Low Idle to High Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
8. Torque Converter Stall Test (Automatic Transmission Only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
9. Injection Pressure Regulator (IPR) Circuit Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
10. KOER Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . .137
11. Turbocharger 2 Wastegate Control (TC2WC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Operational Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Turbocharger 2 Wastegate Control Solenoid Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Isolated Actuator Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
12. Oil Breather Separator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
13. Crankcase Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
14. Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
15. Cylinder Cut Out Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .143
16. Road Test (Full load, Rated Speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
EGES-455-1
124 6 PERFORMANCE DIAGNOSTICS
EGES-455-1
Diagnostic Form EGED-555
Figure 88 Diagnostic Form EGED-555
The Performance Diagnostics Form directs results. If a problem was found and corrected, it is
technicians to systematically troubleshoot a not necessary to complete the remaining tests.
performance condition and avoid unnecessary
See appropriate section for Diagnostic Trouble Codes
repairs.
(DTCs) and engine specifications.
This Diagnostic Manual section shows detailed
Diagnostics Form EGED-555 is available in 50 sheet
instructions of the tests on the form. The manual
pads. To order technical service literature, contact
should be used with the form and referenced for
your International dealer.
supplemental test information. Use the form as a
worksheet to record test results.
Do all tests in sequence, unless otherwise stated.
Doing a test out of sequence can cause incorrect
EGES-455-1
Diagnostics Form Header Information
Enter Diagnostics Form Header Information • Unit No. (dealer’s quick reference number)
• Technician • Customer complaint (interview driver)
• Date
EGES-455-1
Required Test Procedures 1. Initial Key On Check
Purpose
Determine if the Engine Control Module (ECM) is
GOVERNMENT REGULATION: Engine powered up and if water is in the fuel supply.
to human health and the environment. Handle Tools
(e.g. filters, rags) in accordance with applicable • Electronic Service Tool (EST) with
regulations. Recycle or dispose of engine ServiceMaxx™ software
fluids, filters, and other contaminated materials • NAVCoM or NavLink interface Kit
according to applicable regulations.
NAVCoM cable.
Procedure
death, do not let engine fluids stay on your skin.
Clean skin and nails using hand cleaner and wash 1. Turn ignition switch to ON, engine OFF. Check or
with soap and water. Wash or discard clothing and listen for the following:
rags contaminated with engine fluids.
• WATER IN FUEL lamp (LCD display)
shift transmission to park or neutral, set parking brake, • If WATER IN FUEL lamp stays on, go to Fuel
and block wheels before doing diagnostic or service Quality Check (page 129).
procedures.
WARNING: To prevent personal injury or death, 2. Visual Inspection

sparks. Purpose
Check all fluid levels and inspect engine systems for
WARNING: To prevent personal injury or death, problems (leaks, open connections, harness chaffing,
provide proper ventilation when operating an engine in etc.).
a closed area. Inhalation of exhaust gas can be fatal.
Tools
Performance Specification Information See
“APPENDIX A: PERFORMANCE SPECIFICATIONS” None
in this manual, or TSI to obtain the required
specification information:
Engine Oil
NOTE: Performance specifications are periodically
published in a Technical Service Information (TSI) 1. Park vehicle on level ground and check oil level.
format to support new model year products. Check NOTE: API CJ-4 oils are recommended for high
service bulletin repository on ISIS for appropriate speed diesel engines with advanced exhaust
model year application. aftertreatment systems that meet 2007 and
beyond on-highway exhaust emission standards.
EGES-455-1
• If oil is contaminated, determine source of

contamination, repair as required. Replace oil
and filter after repair.
Fuel Level

sparks.
1. Park vehicle on level ground.
2. Check instrument panel gauge and visually look
Figure 90 Lube oil requirements label into fuel tank to verify fuel level.
• If gauge reads above empty, but tank
is empty, diagnose dash gauge. Verify
NOTE: Turn engine OFF. Wait 15 minutes for oil
sufficient fuel level before diagnosing a
level to stabilize.
pressure problem.
2. Use oil level gauge (dipstick) to verify engine oil
• If fuel tank is empty, add fuel and prime fuel
level.
system by cycling the ignition switch ON and
3. Record results on Diagnostic Form. OFF a few times.
• If level is below specification, inspect for NOTE: The electric fuel pump will run for 10
leaks, oil consumption, or improper servicing. seconds. Wait 10 seconds between switch
If engine oil level is low, fill to specification. cycles.
• If level is above specification, inspect for
improper servicing, coolant contamination,
or fuel dilution. If engine oil level is above
specification, drain to specification.
EGES-455-1
Fuel Quality Check 1. Place clear diesel fuel container under fuel drain
valve.
Purpose
2. Open fuel drain valve, to fill container.
Check fuel quality and for signs of contamination.
NOTE: If fuel does not drain, turn ignition switch
Tools ON to run the electric fuel pump. Electric fuel
pump will run for 10 seconds with ignition switch
• Clear diesel fuel container
ON.
Procedure 3. Check for water, waxing, icing, sediment,
gasoline, or kerosene by shaking fuel sample
container and letting contents settle.
• Sediments will fall to the bottom of the fuel
sample container.
• Gasoline and kerosene will separate from the
diesel fuel.
• Waxing or icing will prevent diesel fuel from
flowing out of the fuel drain valve.
• If the fuel quality is questionable, correct the
problem. Take another sample to verify fuel
quality is satisfactory.
Figure 91 Fuel requirements label
• If the fuel quality is satisfactory, continue to
next test.
NOTE: Instrument panel Water In Fuel (WIF) lamp
should cycle ON, then OFF, if there is no water in the
system. Lamp will stay on if water is detected.
Figure 92 Fuel sample
EGES-455-1
Engine Coolant Level Electrical System

Inspect batteries and electrical system (engine and
WARNING: To prevent personal injury or vehicle) for poor or loose connections, corroded
death, make sure engine has cooled before removing terminals, or broken and damaged wires.
components.
• If electrical system problem is found, make
1. Park vehicle on level ground. necessary repairs.
2. Check coolant level as indicated on deaeration
tank level window.
Intake Air
CAUTION: Coolant in the Exhaust could damage
NOTE: Intake air restriction should be less than 6.2
the Diesel Particulate Filter (DPF). Inspect DPF
kPa (25 in. in H2O) at full rated speed.
for damage. See AFT System in “ELECTRONIC
CONTROL SYSTEMS DIAGNOSTICS” for inspection Inspect air filter gauge, located on air filter housing or
of the DPF. For coolant contamination, see Coolant on the dash panel.
System in “ENGINE SYMPTOMS DIAGNOSTICS”.
• If gauge indicates air filter requires replacement,
3. Record results on Diagnostic Form. verify there are no other restrictions in the air inlet
or filter housing before replacement of air filter.
• If level is above or below deaeration tank
fill level, inspect for leaks, coolant in the oil,
or coolant in the intake or exhaust. See
Exhaust System
the “ENGINE SYMPTOMS DIAGNOSTICS”
section and repair. Inspect exhaust system (engine and vehicle) for
damaged or plugged tailpipe.
• If level is at deaeration tank fill level, and no
tank contamination is evident, no action is • If exhaust system problem is found, make
required. necessary repairs.
• If coolant is contaminated, determine the
source, and repair as required. See “Engine
Operation and Maintenance Manual” for
coolant system requirements.
Charge Air Cooler (CAC) System

1. Inspect the CAC interstage cooler, and all piping
for leaks.
2. Inspect all CAC connections and clamps.
• If CAC system problem is found,
make necessary repairs. See Coolant
Over-Temperature – Charge Air Cooling
(page 88) in “ENGINE SYMPTOMS
DIAGNOSTICS”.
EGES-455-1
3. Electronic Service Tool (EST) with ServiceMaxx™

software Connection
Purpose
To check ECM software, sensor signals, Diagnostic
Trouble Codes (DTCs) and to record additional
vehicle information on the diagnostic form.
Tools
NAVCoM cable.
Procedure
Figure 93 ServiceMaxx™ startup screen – vehicle connected
EGES-455-1
2. Connect the Electronic Service Tool (EST) • Injection Control Pressure (ICP)
with ServiceMaxx™ software to the vehicle’s
Diagnostic Connector.
• Barometric Absolute Pressure (BARO)
• If unable to communicate with the ECM, see
the ServiceMaxx™ Users Guide. • DPF Differential Pressure (DPFDP)
• If unable to communicate and no problems NOTE: The electric fuel pump will time out after 10
found with ServiceMaxx™ software, seconds unless engine speed is present. If electric
go to J1939 Data Link (page 385) in fuel pump times out, wait 10 seconds between switch
“ELECTRONIC CONTROL SYSTEM cycles to reset timer.
DIAGNOSTICS”.
• If communication was established, continue
8. Look for sensor values that are out of
to the next step.
specification. A sensor out of specification could
4. Verify the following vehicle information cause the ECM to command lower then normal
matches the ServiceMaxx™ software displayed starting pressure on certain systems.
information and record on Diagnostic Form.
• If sensor is out of specification, go to
• Vehicle Identification Number (VIN) the suspect sensor in the “ELECTRONIC
CONTROL SYSTEM DIAGNOSTICS”
• Software Identification
• Rated Horsepower (HP)
9. Using ServiceMaxx™ software, run the Output
• Engine Family Rating Code (EFRC) State Test High and Low while monitoring the
following signals:
• Transmission
• EGR Control
• Odometer (miles)
• Engine Throttle Position
• Engine Hours
NOTE: The EGR Control signal displays duty
• Engine Serial Number (ESN)
cycle and not actual valve position. EGR valve
NOTE: The engine serial number is located on the closed is 35% and valve open is 90%.
right side of the crankcase, just above the oil filter
10. Look for values that are out of specification.
header. It is also on the engine emission label on
An actuator out of specification could cause air
the valve cover.
management problems.
5. Record the following Key ON, Engine OFF
• If actuator is out of specification, go to the
(KOEO) temperature sensor values on the
suspect actuator in the “ELECTRONIC
Diagnostic Form.
CONTROL SYSTEM DIAGNOSTICS”
NOTE: If ECT1 is below -1 °C (30 °F), verify Intake section of this manual.
Air Heater is working before continuing. See Inlet
11. Ensure air tanks are full.
Air Heater (page 110) in “HARD START AND NO
START DIAGNOSTICS”. NOTE: ServiceMaxx™ software does not have a
Exhaust Back Pressure Valve (EBPV) feedback
• Air Intake Temperature (AIT)
signal.
• Engine Coolant Temperature 1 (ECT1)
NOTE: Engine will cycle EBPV three times when
• Engine Oil Temperature (EOT) engine is shut OFF.
6. Record the following KOEO pressure and flow 12. Start engine and idle for 5 seconds.
sensor values on the Diagnostic Form:
• Mass Air Flow (MAF)
EGES-455-1
13. Shut engine OFF and visually monitor EBPV for Purpose
movement.
Identify DTCs.
• If EBPV does not cycle open and closed, go
to next step. Tools
• If EBPV cycles open and closed, valve is • Electronic Service Tool (EST) with
working correctly. ServiceMaxx™ software
14. Disconnect air supply to EBPV. • NAVCoM or NAVLink Interface Kit
15. Start engine and idle for 5 seconds. Note: Programming is only possible with the
NAVCoM cable.
movement.
Procedure
• If air flow cannot be heard, go to EBPV
DIAGNOSTICS” section of this manual. 2. Start the ServiceMaxx™ software.
• If air flow can be heard when cycled high,
check valve or linkage for sticking.
17. Use ServiceMaxx™ software to monitor DPF
status. Record results on Diagnostic Form.
• If DPF status is “Regen needed - critical
level”, run the Onboard Filter Cleanliness
test.
Figure 94 DTC window
1. Suspect Parameter Number (SPN) column
4. Check for DTCs 2. Failure Mode Indicator (FMI) column
NOTE: 2010 model year vehicles no longer utilize 3. Fault code column
DTC identification by number. DTCs are now 4. Clear DTCs Type button
identified using the Suspect Parameter Number 5. Extended (Freeze Frame)
(SPN) and Failure Mode Indicator (FMI) identifiers
only.
NOTE: Click the extended button to receive a Freeze
• Suspect Parameter Number (SPN) – The SPN Frame data of when the code was set.
identifies the individual component causing the
DTC. 3. Record DTCs on the Diagnostics Form.
• Failure Mode Indicator (FMI) – The FMI identifies • Correct any active DTCs. See the
the fault or condition affecting the individual “DIAGNOSTIC TROUBLE CODE INDEX”
component. (page 415).
• Active DTCs are codes that are active now. • Investigate previously active DTCs with high
counts for possible intermittent conditions.
• Previously active DTCs are historical faults that
may be caused by intermittent signals, or an
operating condition which is not currently present.
EGES-455-1
5. KOER Standard Test 6. Fuel Aeration Check
Purpose Purpose
To validate the performance of the ICP system (if Check for aerated fuel.
equipped with an engine compression brake).
Tools
Tools
Procedure
1. Connect the Fuel Pressure Gauge to the fuel test
• ZTSE4357 – Digital Multimeter port on the front of the intake manifold.
2. Route a clear and clean plastic hose from the fuel
WARNING: To prevent personal injury or death, pressure gauge into a clear and clean diesel fuel
shift transmission to park or neutral, set parking brake, container.
procedures.
NOTE: The electric fuel pump will time out after
Procedure 10 seconds unless engine speed is present. If
electric fuel pump times out, wait 10 seconds
between key cycles to reset timer.
2. Using Electronic Service Tool (EST) with
4. Measure fuel pressure with Fuel Pressure Gauge
ServiceMaxx™ software, run KOER Standard
shut-off valve closed. Open the shut-off valve
Test.
momentarily to check for possible aeration
NOTE: Engine Coolant Temperature must be above (bubbles flowing through clear test line).
70 °C (158 °F) to run this test.
5. Record result on diagnostic form.
3. Record results on diagnostic form.
• If fuel pressure is above or below
• If DTC is set, see the “DIAGNOSTIC TROUBLE specification, or aerated, see Fuel System
CODE INDEX” (page 415). (page 111) in “HARD START AND NO
START DIAGNOSTICS”.
• If fuel pressure is within specification, leave
fuel gauge connected and proceed to next
step.
EGES-455-1
7. Engine Low Idle to High Idle • Injection Control Pressure (ICP)

Purpose
To validate engine performance throughout rpm
range. • DPF Differential Pressure (DPFDP)
Tools
WARNING: Set parking brake and apply the
service brake.
5. Connect Fuel Pressure Gauge to Intake Manifold
Fuel Test Port.
NOTE: FDP sensor is only capable of measuring up to
517 kPa (75 psi) of pressure. Always use fuel gauge
Procedure
to measure fuel pressure.
6. Press the record button and start engine.
2. Using ServiceMaxx™ software, load the
7. Allow engine to idle for 20 seconds. Press
Performance session.
accelerator pedal to floor for 20 seconds. Return
3. Monitor Accelerator Pedal Position (APP) signal to low idle.
and press the accelerator pedal fully to the floor.
8. Record low idle and high idle results on the
• If APP signal does not go from 0% to diagnostic form.
99.6%, see APP Sensor (page 219)
• If FDP is above or below specification, see
Fuel System (page 111) in “HARD START
DIAGNOSTICS”.
AND NO START DIAGNOSTICS”.
• If APP signal does go from 0% to 99.6%, go
• If engine does not accelerate smoothly, feels
to next step.
unbalanced, (not running on all cylinders),
perform Relative Compression Test (page
142)and Cylinder Cut Out Test (page 143).
• If DPFDP is above kPa 14 (2 psi), go to
AFT System (page 190) in “ELECTRONIC
• If ICP is below specification, go to ICP System
Test (page 136).
• If EBP is above specification, remove
turbocharger intake tube and inspect for
turbocharger damage.
Figure 95 Signal monitoring example • If IMP is below specification, check for
Charge Air Cooler (CAC) and tubing leaks
and perform the Crankcase Pressure Test
4. Monitor the following signals: (page 140).
EGES-455-1
8. Torque Converter Stall Test (Automatic 8. Review recorded results at full engine load.
Transmission Only)
• If FDP is below 517 kPa (75 psi), go to Fuel
System (page 111) in “HARD START AND
Purpose
NO START DIAGNOSTICS”.
To validate engine performance under load
• If engine does not accelerate smoothly, feels
conditions, see “APPENDIX A: PERFORMANCE
unbalanced, (not running on all cylinders),
SPECIFICATIONS”.
perform Relative Compression Test (page
Tools 142) and Cylinder Cut Out Test (page 143).
• Electronic Service Tool (EST) with • If stall RPM and amount of time is within
ServiceMaxx™ software specification, there is no power performance
issue.
Procedure
9. Injection Pressure Regulator (IPR) Circuit Test
Purpose
ServiceMaxx™ software, load the Performance To verify the ICP system is providing a stable pressure
session. to operate the injectors.
3. Start engine. Tools
4. Set parking brake and apply service brake. • Electronic Service Tool (EST) with
5. Press the record button.
6. Push the accelerator firmly to the floor, and
measure the time how long it takes to reach
Procedure
maximum RPM.
NOTE: Engine should be at operating temperature
before running this test.
2. Using ServiceMaxx™ software, load the
Performance session.
3. Start engine and monitor the Injection Control
Pressure (ICP) signal.
4. Lightly wiggle the IPR connector.
If engine stumbles, repair IPR connection.
Figure 96 Signal monitoring example 5. Press the accelerator pedal fully to the floor and
hold for 30 seconds while monitoring ICP.
7. Record stall RPM, FDP, and the amount of time If ICP signal looks unstable surge greater then
on the diagnostic form. 6895 kPa (1000 psi) continue to next step
EGES-455-1
10. KOER Air Management Test
Purpose
Validate the performance of the EGR valve by
monitoring the MAF signal.
Tools
Procedure
Figure 97 UVC gray connector 1. Turn ignition switch to ON, engine OFF.
ServiceMaxx™ software, run KOER Air
6. Disconnect UVC gray connector 1. Management Test.
NOTE: This test will set an ICP Diagnostic Trouble NOTE: KOER Standard Test must be run before
Code (DTC). Ignore DTC and clear after the test running KOER Air Management Test.
is complete.
7. Press the accelerator pedal fully to the floor and
hold 30 seconds. • Correct any active SPN/FMI. See the
“DIAGNOSTIC TROUBLE CODE INDEX”
• If engine surge is as bad as before (page 415).
disconnecting sensor, replace IPR valve.
• If engine runs smooth with no surge, replace
the ICP sensor.
EGES-455-1
11. Turbocharger 2 Wastegate Control (TC2WC) 1. Using the Pressure Test Kit air regulator, connect
regulated air to the wastegate supply hose located
Purpose next to the Engine Throttle Valve (ETV).
Verify the turbocharger wastegate is operating 2. Mark the actuator rod at the base of the actuator.
properly.
Tools
• Measurement tool (ruler)
Operational Test

wear safety glasses with side shields. Figure 99 Turbocharger actuator rod mark during
test
Procedure
3. Apply 148.2 kPa (21.5 psi) of regulated pressure
and measure actuator rod movement.
4. Record results on the diagnostic form.
• If actuator rod travel is within specification,
wastegate actuator is working correctly.
• If actuator rod does not move, or actuator
rod travel is not within specification, go to
Turbocharger 2 Wastegate Control (TC2WC)
(page 139).
NOTE: The turbocharger wastegate actuator rod
should move “Full Travel” and stop at a seated
position without sticking or shuttering. Measure
Figure 98 Pressure Test Gauge connected to the rod movement and compare to “APPENDIX A:
air supply PERFORMANCE SPECIFICATIONS”.
EGES-455-1
Turbocharger 2 Wastegate Control Solenoid Test

Procedure wear safety glasses with side shields.
1. Previous setup is connected to the wastegate
supply hose. Solenoid operation will have no WARNING: To prevent personal injury or death,
influence when output test is run: Pressure Test shift transmission to park or neutral, set parking brake,
Kit regulator to the wastegate control solenoid and block wheels before doing diagnostic or service
supply hose with 148.2 kPa (21.5 psi) applied. procedures.
2. Turn ignition switch to ON, engine OFF. 1. Using the Pressure Test Kit air regulator,
connect regulated air directly to the turbocharger
3. Start ServiceMaxx™ software. wastegate actuator.
4. Run KOEO Output State tests High and Low. 2. Apply 148.2 kPa (21.5 psi) of regulated air
5. Record results on the diagnostic form. pressure and measure wastegate actuator rod
movement.
• If actuator does not move, see Turbocharger
2 Wastegate Control (TC2WC) (page 397) 3. Record results on the diagnostic form.
in “ELECTRONIC CONTROL SYSTEM • If the actuator rod moves and stops within
DIAGNOSTICS”. specification, repair leaking supply line and/or
• If actuator cycles open and closed during the leaking solenoid.
output states test High and Low, turbo control • If actuator rod does not move, verify
is working correctly. wastegate actuator is not sticking by
proceeding to next step.
Isolated Actuator Test
Procedure
Figure 101 Actuator rod removed

Figure 100 Pressure Test Kit connected to the
turbocharger wastegate actuator
NOTE: When checking wastegate movement, mark
the inner nut so the wastegate lever can be reinstalled
in the same position.
EGES-455-1
4. Remove the actuator rod from the turbocharger 13. Crankcase Pressure Test
wastegate arm, following the procedures in the
Engine Service Manual. Check the turbocharger Purpose
wastegate valve by hand.
Determine if engine repair is required due to wear.
• If wastegate valve moves freely, replace Verify the operation of the air compressor. Check for
turbocharger wastegate actuator. worn or damaged parts.
• If wastegate valve does not move freely, Tools
replace turbocharger.
• ZTSE4039 – Crankcase Pressure Test Tool
• ZTSE2217A – Water Manometer
12. Oil Breather Separator Test
• ZTSE2217 – Digital Manometer – Alternative to
Water Manometer
Purpose
• Standard shop bolt to plug intake tube
To verify the oil separator is functioning properly.
Tools Procedure
• ZTSE4000 – Ultrasonic Ear NOTE: Ensure engine is at normal operating
temperature of 70 °C (158 °F) and oil level is in
Procedure specification, before performing this test.
1. Verify the Crankcase breather is functioning
WARNING: To prevent personal injury or death, properly before running this test by performing
make sure the parking brake is set, the transmission the Oil Breather Separator Test (page 140).
is in neutral or park, and the wheels are blocked when
running the engine in the service bay. 2. Disconnect breather outlet tube at crankcase
breather.
NOTE: Ensure engine is at normal operating
temperature of 70 °C (158 °F) and oil level is in 3. Block off breather outlet tube using standard shop
specification, before performing this test. bolt, to prevent dirt ingestion.
1. Start engine. 4. Connect Crankcase Pressure Test Tool to the

breather elbow.
2. Place the Ultrasonic Ear near the Oil Separator
housing.
3. Shut off engine and quickly monitor for centrifugal
noise.
NOTE: The centrifuge will continue spinning for 15
seconds after the engine is shut off.
• If the centrifuge noise is not heard, go to
Engine Service Manual for removal and
replacement procedures.
EGES-455-1
7. Record crankcase pressure on diagnostic form.

• If pressure is above specification, continue to
next step.
• If pressure is in specification, no repair is
required.
Figure 102 Crankcase Pressure Test Adapter

installed
1. Breather elbow
2. Digital Manometer
3. Crankcase breather outlet tube
4. Crankcase Pressure Test Tool
Figure 103 Air compressor discharge port

5. Connect Manometer to Crankcase Pressure Test
Adapter.
8. If engine has an air compressor, remove
discharge line and test again.
when routing test line, do not crimp line, run line too • If pressure is above specification, go to the
close to moving parts, or let line touch hot engine. next step, Relative Compression test, to
Secure the gauge and test line to not obstruct vehicle pinpoint suspect cylinder.
operation. • If pressure is within specification,
compressed air was leaking into the
WARNING: To prevent personal injury or death, crankcase. Repair or replace air compressor.
shift transmission to park or neutral, set parking brake, See Engine Service Manual in the Air
and block wheels before doing diagnostic or service Compressor and Power Steering sections.
procedures.
6. Start engine, press the accelerator pedal fully
to the floor. Allow the manometer reading to
stabilize before taking the pressure reading.
EGES-455-1
14. Relative Compression Test
Purpose
To verify all cylinders have good compression.
NOTE: This test will validate cylinder balance. If
cylinders are out of balance, this is mechanical
problem and not an injector problem.
Tools
Procedure Figure 104 Electronic Service Tool (EST) with

ServiceMaxx™ software Display
read all safety instructions in the “Safety Information” Relative Compression Test Interpretation
This test determines cylinder integrity. The Engine
NOTE: Use a battery charger when performing Control Module (ECM) measures the time it
this test. It’s important that cranking rpm remains takes for each piston to travel upward during the
consistent throughout test. compression stroke. Timing is based on information
1. Turn ignition switch to ON, engine OFF. from the Camshaft Position (CMP) sensor and
Crankshaft Position (CKP) sensor. A cylinder with
2. Using ServiceMaxx™ software, run Relative low compression allows the piston to travel faster
Compression Test. during the compression stroke.
3. Follow the on-screen instructions. The test results are displayed by either numerical
4. Record results on diagnostic form. text or graphical display. Assuming there are no
mechanical problems with the engine, the numbers or
If Speed Difference for one cylinder is significantly graphs displayed should be approximately the same
lower than others, that cylinder is suspect for value or height. A smaller number or lower level
compression loss. graph would indicate a problem with that particular
cylinder.
Possible Causes
• Valves out of adjustment
• Valve train damage
• Worn or broken piston rings
• Excessive cylinder wall wear
• Damaged piston
• Bent rod
EGES-455-1
15. Cylinder Cut Out Test 2. Using ServiceMaxx™ software, run the Cylinder
Cut Out Test.
Purpose
3. Follow the on-screen instructions.
Determine the cause of rough engine idle or misfire.
4. Listen to tone changes from cylinder to cylinder.
Tools NOTE: This test is only meant to identify a suspect
cylinder due to an Injector.
Possible Causes
• Open or shorted injector wiring (must be
accompanied by DTC)
• Scuffed or failed injector
• Power cylinder problem (must be accompanied by
failed relative compression test results)
Procedure
NOTE: Steps taken before running this test:
• Run Relative Compression Test before running
this test. If the Relative Compression Test results Figure 105 Cylinder Cut Out Test
display low balanced cylinder(s) there is no need
to run this test. Repair the mechanical problem.
• Verify the Fuel System pressure is not below
specification and the fuel is not aerated. • If the test does not identify a suspect cylinder, no
action is required.
• Verify the fuel meets all the specifications of
ASTM D975 standard (current year revision), • If Cylinder Cutout Test identifies a suspect
including the EPA specification for sulfur content cylinder and Relative Compression Test does not,
(0.0015% mass or 15 ppm maximum). replace failed injector. See Injector Replacement
in the Engine Service Manual.
1. Start the engine.
EGES-455-1
16. Road Test (Full load, Rated Speed)
Purpose
Check for unacceptable engine performance at full
load and rated speed by means of maximum boost,
minimum fuel pressure, and minimum Injection
Control Pressure (ICP)
Tools
Figure 106 Performance Diagnostics
WARNING: To prevent personal injury or death, 6. When road test is complete, stop recording.
read all safety instructions in the “Safety Information” 7. Review recorded results at 100 percent engine
section of this manual. load at the rated speed specified in the
1. Connect Fuel Pressure Gauge to intake manifold Performance Specifications.
test port and secure gauge in a safe visible • If FDP is below 586 kPa (85 psi), see Fuel
location. System (page 111) in “HARD START AND
2. Turn ignition switch to ON, engine OFF. NO START DIAGNOSTICS”.
3. Using ServiceMaxx™ software, load the • If engine does not accelerate smoothly, feels
Performance session. unbalanced, (not running on all cylinders),
perform Fuel Aeration Test (page 134),
4. Start engine. Relative Compression Test (page 142), and
5. Find an open stretch of road. Start recording. Cylinder Cut Out Test (page 143).
When driving conditions are safe, select a suitable • If ICP is below 31026 kPa (4500 psi), go to
gear, press the accelerator pedal fully to the floor, ICP System Test (page 136).
and accelerate to rated speed at 100 percent load.
• If EBP is above specification, remove
turbocharger intake tube and inspect for
turbocharger damage.
EGES-455-1
7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS 145
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Section Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Electronic Control System Diagnostics Form EGED-495. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150

Diagnostic Form Example. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
Sensor and Actuator Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151

Engine Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Vehicle Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Diagnostic Procedure Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .156

Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Diagnostics with EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156
Diagnostics without EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . .156
Sensor End Diagnostics (with ServiceMaxx™ software). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157
Sensor End Diagnostics (2-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .157
Sensor End Diagnostics (3-Wire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .159
Pin-point Diagnostics (without ServiceMaxx™ software). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
Actuator Operational Voltage Check – Output State Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
Harness Resistance Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163
Operational Voltage Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164
Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165

ACT PWR Relay (Actuator Power). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165
ACT PWR Relay Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .166
ACT PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168
ACM Power (Aftertreatment Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169
ACM PWR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
ACM VREF Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
ACM VREF Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .174
AFTFD (Aftertreatment Fuel Doser). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .176
AFTFD Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
Aftertreatment Fuel Inlet Sensor (AFTFIS). . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180
AFTFIS Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181
AFTFIS Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .182
AFTFIS Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183
Aftertreatment Fuel Pressure 2 Sensor (AFTFP2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .184
AFTFP2 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185
AFTFP2 Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .186
AFTFP2 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186
Aftertreatment Fuel Shutoff Valve (AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
AFTFSV Connector End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188
AFT System (Aftertreatment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190
AFT System Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196
Regen Inhibitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197
Entry Conditions for a Rolling Regen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198
EGES-455-1
146 7 ELECTRONIC CONTROL SYSTEMS DIAGNOSTICS
DPF Filter Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200

Regen Inhibitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202
Parked Regen Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203
DPF Filter Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205
AMS (Air Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .213
AMS Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215
APP Sensor (Accelerator Pedal Position). . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219
APP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .220
APP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .223
APP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224
ATA Datalink (American Trucking Association). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225
ATA Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .226
ATA Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227
CCS (Cruise Control System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .228
CCS Pin-point Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .229
CKP Sensor (Crankshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231
CKP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232
CKP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233
CMP Sensor (Camshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .234
CMP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .235
CMP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236
Cylinder Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .237
Cylinder Balance Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .237
Cylinder Balance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238
DOCIT Sensor (Diesel Oxidation Catalyst Inlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
DOCIT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
DOCIT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..244
DOCIT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
DPFDP Sensor (Diesel Particulate Filter Differential Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245
DPFDP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
DPFDP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .250
DPFDP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
DPFIT Sensor (Diesel Particulate Filter Inlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251
DPFIT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
DPFIT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255
DPFIT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255
DPFOT Sensor (Diesel Particulate Filter Outlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256
DPFOT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .258
DPFOT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .260
DPFOT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
EBP Sensor (Exhaust Back Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .261
EBP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .262
EBP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264
EBP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264
EBPV (Exhaust Back Pressure Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265
EBPV Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .266
EBPV Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267
ECB Valve (Engine Compression Brake). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .268
ECB Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269
ECB Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271
ECBP Sensor (Engine Compression Brake Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272
EGES-455-1
ECBP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .273

ECBP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275
ECBP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .276
ECI Circuit (Engine Crank Inhibit). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .277
ECI Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278
ECI Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281
ECL Switch (Engine Coolant Level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282
ECL Switch Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .283
ECL Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284
ECM PWR (Engine Control Module Power). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .285
ECM PWR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286
ECM PWR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .288
ECM Self Diagnostics (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289
ECM Self Diagnostic DTC’s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .290
ECT1 Sensor (Engine Coolant Temperature 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .291
ECT1 Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293
ECT1 Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .295
ECT1 Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .295
EFC (Engine Fan Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296
EFC Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297
EFC Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299
EFP (Electric Fuel Pump). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .300
EFP Pin-Point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302
EFP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .305
EGR Actuator (Exhaust Gas Recirculation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .306
EGR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307
EGR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .309
EGT Sensor (Exhaust Gas Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310
EGT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .312
EGT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .313
EGT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .314
EOP Sensor (Engine Oil Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315
EOP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .316
EOP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317
EOP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318
EOT Sensor (Engine Oil Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .319
EOT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .321
EOT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
EOT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
ETV (Engine Throttle Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .324
ETV Actuator End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .326
ETV Actuator Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .328
EWPS (Engine Warning and Protection System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331
EWPS Programmable Parameters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .333
FDP Sensor (Fuel Delivery Pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336
FDP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .337
FDP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338
FDP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339
IAH System (Inlet Air Heater). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340
IAH Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .341
IAH Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .343
EGES-455-1
ICP Sensor (Injection Control Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .344

ICP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345
ICP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .347
ICP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348
ICP System (Injection Control Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .349
ICP System Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .351
ICP System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .353
IMP Sensor (Intake Manifold Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .355
IMP Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .357
IMP Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .359
IMP Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .359
IMT Sensor (Intake Manifold Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360
IMT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .361
IMT Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .363
IMT Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .363
Injector Circuits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .364
Injector 1 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366
Injector 2 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .368
Injector 3 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .370
Injector 4 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .372
Injector 5 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .374
Injector 6 Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376
Injector Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .378
IPR (Injection Pressure Regulator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379
IPR Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .380
IPR Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .381
IST System (Idle Shutdown Timer). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382
Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382
J1939 Data Link. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
J1939 Data Link Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
J1939 Data Link Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
MAF Sensor (Mass Air Flow)/Air Intake Temperature Sensor (AIT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .389
MAF/AIT Sensor End Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
MAF Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .394
MAF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
Service Interval Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .396
TC2WC Solenoid (Turbocharger 2 Wastegate Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
TC2WC Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398
TC2WC Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
VREF (Reference Voltage). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .400
VREF Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402
VREF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .407
WIF Sensor (Water In Fuel). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408
WIF Pin-point Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .409
WIF Circuit Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411
EGES-455-1
Description • Component location

Section Information • Diagnostic tool list
All electrical faults in the engine control system can • Sensor End Diagnostics (with ServiceMaxx™
be diagnosed in this section. All components are software)
divided into separate test procedures and contain the
• Pin-point Diagnostics (without ServiceMaxx™
following information:
software)
• DTC with possible cause
• Harness resistance check
• Circuit diagram
• Operational voltage check (most components)
• Component function
• Circuit operation
EGES-455-1
Electronic Control System Diagnostics

Form EGED-495
Diagnostic Form Example
Figure 107 Diagnostic form (front side)
Engine diagnostic form EGED-495 assists technicians and vehicle side. The back side of the form consists
in troubleshooting MaxxForce® diesel engines. of signal values. For a detailed description of vehicle
Diagnostic schematics and signal values help circuits, circuit numbers, or connector and fuse
technicians find problems to avoid unnecessary locations, see truck Chassis Electrical Circuit Diagram
repairs. Manual and Electrical System Troubleshooting Guide.
The front side of the Electronic Control Systems Diagnostic Form EGED-495 is available in 50-sheet
Diagnostics form consists of a circuit diagram for pads. To order technical service literature, contact
electrical components mounted on the engine side your International dealer.
EGES-455-1
Sensor and Actuator Locations

Engine Mounted Components
Figure 108 Component location – top

1. Engine Coolant Temperature 1 3. Injection Control Pressure (ICP) 5. Engine Oil Temperature (EOT)
(ECT1) sensor sensor (under valve cover) sensor
2. Engine Compression Brake 4. Engine Compression Brake
(ECB) (under valve cover) valve Pressure (ECBP) (under valve
cover) sensor
EGES-455-1
Figure 109 Component location – front

1. Turbocharger 2 Wastegate 2. Crankshaft Position (CKP)
Control (TC2WC) solenoid sensor
EGES-455-1
Figure 110 Component location – right

1. Exhaust Back Pressure Valve 2. Exhaust Back Pressure (EBP)
(EBPV) sensor
EGES-455-1
Figure 111 Component location – left

1. Fuel Pump 6. Inlet Air Heater (IAH) relay 12. Injection Pressure Regulator
2. Intake Manifold Pressure (IMP) 7. 24-Pin Truck Interconnect (IPR)
sensor 8. Camshaft Position (CMP) sensor 13. Fuel Heater
3. Intake Manifold Temperature 9. Engine Control Module (ECM) 14. Engine Oil Temperature (EOT)
(IMT) sensor 10. Engine Oil Pressure (EOP) sensor
4. Engine Throttle Valve (ETV) sensor 15. Water In Fuel (WIF) sensor
5. Exhaust Gas Recirculation 11. Fuel Delivery Pressure (FDP)
Valve (EGRV) sensor
EGES-455-1
Figure 112 Component location – rear

1. Down Stream Injection (DSI)
EGES-455-1
Vehicle Mounted Components Pin-grip Inspection
Figure 113 Accelerator Pedal Position (APP)
Figure 114 Pin grip check

The APP is mounted on the accelerator pedal.
1. Disconnect the harness connector from the

sensor or actuator.
Diagnostic Procedure Process 2. Inspect for corrosion, bent pins, spread pins,
or conditions that could cause a loose or
Description intermittent connection.
The test procedures in this section are based on 3. Check the pin grip in the female pin by
the assumption there is a DTC or problem with the inserting the correct tool from Terminal Test
component being tested. Kit.
Do checks in sequence unless directed otherwise. If
a test point is out of specification, the comment area
will direct the technician to the possible cause or to Diagnostics with EST
another test point. It is not necessary to complete all Sensors can be diagnosed quickly using an Electronic
the test points, unless additional assistance is needed Service Tool (EST) with ServiceMaxx™ software. The
to Pin-point the fault. tool monitors sensor signals back to the ECM while
testing the sensor’s harness connection. Start this
procedure with Sensor End Diagnostics.
Actuators can be diagnosed using ServiceMaxx™
software to command Output State test (high or low)
while measuring voltage at the actuator’s harness
connection.
Diagnostics without EST

Sensors can also be diagnosed using only a Digital
Multimeter (DMM). Start this test procedure with
Pin-point Diagnostics.
EGES-455-1
Sensor End Diagnostics (with ServiceMaxx™ 5. Monitor the sensor voltage and verify an active
software) DTC is present.
Sensor End Diagnostics (2-Wire) NOTE: If sensor signal circuit is shorted or open,
the signal value will read NA or Error.
1. Connect the EST to the Diagnostic Connector.
• If the code is inactive, monitor the signal
2. Turn ignition switch ON, engine OFF.
while wiggling the connector and all wires at
3. Start ServiceMaxx™ software. suspected locations.
4. Open the Continuous Monitor session. This If the circuit is interrupted, the signal will spike.
session lists all engine sensors. Isolate the fault and repair.
• If the code is active, continue to the next step.
6. Disconnect sensor. Inspect the connector for
damaged pins. Repair as necessary.
Figure 115 Sensor voltage
EGES-455-1
Example
Connect breakout harness, leave sensor disconnected. Verify specified DTC goes active when fault
is induced.
Test Point Spec Comment
EST – Check DTC SPN 175 If SPN 175 FMI 4 is active, check EOT signal for short to
FMI 3 GND. Do Harness Resistance Check.
• If specified DTC does not go active, repair short

to Ground (GND) on the sensor signal circuit.
Do Harness Resistance Check if additional
assistance is needed in diagnosing fault.
• If specified DTC goes active, continue to next test
point.
7. Short 3-Banana Plug Harness across the sensor
signal circuit and engine GND.
8. The specified DTC should go active, unless the
sensor signal circuit is open.
Example
EST – Check DTC SPN 175 If SPN 175 FMI 3 is active, check EOT signal circuit
FMI 4 for OPEN. Do Harness Resistance Check.
Short 3-Banana Plug Harness
across 2 and GND
• If specified DTC does not go active, repair 9. Short 3-Banana Plug Harness across the sensor
open in sensor signal circuit. Do Harness signal circuit and Signal Ground (SIG GND)
Resistance Check if additional assistance is circuit.
needed in diagnosing fault.
• If specified DTC goes active, continue to next SIG GND circuit is open.
test point.
EGES-455-1
Example
EST – Check DTC SPN 175 If DTC is not active, check SIG GND for OPEN. Do
FMI 3 Harness Resistance Check.
across 1 and 2
• If corresponding DTC does not go active,

repair open in SIG GND circuit. Do Harness
Resistance Check if additional assistance is
• If within specification, and both circuits tested
acceptable, continue to the last step.
11. Connect the sensor and clear the DTC’s, start
the engine, and cycle the accelerator pedal a few
times. If the active code remains, the sensor must
be at fault. Replace the failed sensor.
Example
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace sensor.
Sensor End Diagnostics (3-Wire) 5. Monitor the sensor voltage and verify that an
active DTC is present.
NOTE: If sensor signal circuit is shorted or open,
the signal value will read NA or Error.
3. Start ServiceMaxx™ software.
• If the code is inactive, monitor the signal
4. Run Continuous Monitor session. (This session while wiggling the connector and all wires at
lists all engine sensors.) suspected locations.
If the circuit is interrupted, the signal will spike.
Isolate the fault and repair.
• If the code is active, continue to the next step.
6. Disconnect the sensor. Inspect the connector for
Figure 116 Sensor voltage
EGES-455-1
Example
EST – Check DTC SPN 102 If SPN 102 FMI 3 is active, check IMP signal for short
FMI 4 to Power (PWR)
• If specified DTC does not go active, repair short

to voltage on sensor signal circuit.
• If specified DTC goes active, continue to next test
point.
7. Use a DMM to measure voltage on the Reference
Voltage (VREF) circuit. Voltage should read 5
volts, unless VREF is open or shorted to GND,
or a voltage is greater than VREF.
Example
DMM – Measure volts 5V If > 5.5 V, check VREF for short to PWR.
2 to GND If < 4.5 V, check VREF for OPEN or short to GND.
Do Harness Resistance Check.
• If not within specification, repair open or short 8. Short 3-Banana Plug Harness across VREF and
in VREF circuit. Do Harness Resistance the sensor signal circuit.
Check if additional assistance is needed in
diagnosing fault.
sensor signal circuit is open.
• If within specification, continue to the next test
point.
EGES-455-1
Example
EST – Check DTC SPN 102 If SPN 102 FMI 4 is active, check IMP signal for
FMI 3 OPEN or short to GND. Do Harness Resistance
Short breakout harness across 2
Check.
and 3
• If specified DTC does not go active, repair

open in sensor signal circuit. Do Harness
Resistance Check if additional assistance is
• If specified DTC goes active, continue to the
next test point.
10. Use a DMM to measure resistance on the SIG
GND circuit to ground. Resistance should read
less than 5 ohm, unless the SIG GND is open.
Example
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Do Harness
Resistance Check.
1 to GND
• If not within specification, repair open in the

SIG GND circuit. Do Harness Resistance
Check if additional assistance is needed in
diagnosing fault.
• If within specification, and all three circuits
tested acceptable, continue to the last step.
11. Connect the sensor and clear the DTC’s. If the
active code remains, the sensor must be at fault.
Replace the failed sensor.
Example
EGES-455-1
Pin-point Diagnostics (without ServiceMaxx™

software)
1. Connect breakout harness to the engine harness.
Leave sensor disconnected.
3. Use a DMM to measure voltage on each circuit to
engine ground.
Example
C to GND 5V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Do Harness
Resistance Check.
• If the circuit is not within specification, the 2. Connect breakout harness between engine
comment area will list possible cause or harness and actuator.
direct the technician to the next test point.
Do Harness Resistance Check if additional
assistance is needed in diagnosing fault. 4. Turn ignition switch ON, engine OFF.
• If the circuit is within specification, continue to 5. Start ServiceMaxx™ software.
the next test point.
6. Open the Output State session. This session
allows the technician to monitor the state of all
Actuator Operational Voltage Check – Output State engine actuators.
Test
7. Run the Output State test (high or low) or Glow
This test will allow the technician to take voltage Plug / IAH test.
measurements on actuators commanded high or low.
8. Use a DMM to measure voltage on each circuit to
1. Disconnect actuator. Inspect connector for engine ground.
EGES-455-1
Example
Test Point Test Spec Comment
A to GND Key ON-Engine B+ If < B+, check for OPEN circuit.
OFF (KOEO)
B to GND Key ON-Engine B+
If < B+, check actuator coil for OPEN.
OFF (KOEO)
B to GND Output State HIGH B+ If < B+, check actuator control circuit for short to
GND.
B to GND Output State LOW 7.5 V If > 7.5 V, check actuator control circuit for OPEN or
short to PWR or failed across coil.
• If any circuit is not within specification, the

comment area will list possible cause or direct
the technician to the next test point.
• If all circuits are within specification, the
actuator may not be operating mechanically.
Harness Resistance Check

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

death, always disconnect main negative battery
cable first. Always connect the main negative
battery cable last.
2. Connect breakout box and breakout harness
to vehicle or engine harness. Leave ECM and
sensor or actuator disconnected.
3. Use a DMM to measure resistance on each circuit
from point to point, then to engine ground.
Example
E-66 to 2 <5Ω If > 5 Ω, check EOT control circuit for OPEN.
E-66 to GND > 1 kΩ If < 1 kΩ, check EOT control circuit for short to GND.
• If the circuit is not within specification, the • If the circuit is within specification, continue to
comment area will list possible circuit faults. the next test point.
EGES-455-1
Operational Voltage Check

This test shows what a normal sensor or actuator
should read at certain operating conditions. This test
is helpful in diagnosing in-range faults or intermittent
problems.
1. Connect breakout box or breakout harness
between ECM and the component being tested.
2. Turn ignition switch to ON.
3. Open Continuous Monitor session or Output
State test session (dependent upon what is being
tested) using the ServiceMaxx™ software.
4. Run the Continuous Monitor test.
5. Verify actual sensor or actuator readings are
within specification.
Example
Test Point Condition DMM Signal Value
APP Foot off pedal 0.64 V ± 0.5 V 0%
A to GND or Pedal to floor 3.85 V ± 0.5 V 102%
C-48 to GND
APP2 Foot off pedal 0V 0V
D to GND or Pedal to floor B+ B+
C-33 to GND
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Circuit Diagnostics
ACT PWR Relay (Actuator Power)
SPN FMI Condition

None No engine actuator power supplied from
chassis harness to engine harness.
Figure 117 Function diagram for the ACT PWR
The function diagram for ACT PWR relay includes the ACT PWR Relay Location
following:
The ACT PWR relay is located in the engine harness,
• Engine Control Module (ECM) next to the ECM PWR relay.
with Barometric Absolute Pressure (BARO)
Tools
Internal Sensor
• Actuator Power (ACT PWR) Relay
ServiceMaxx™ software (page 428)
• Switched Battery (SWBAT)
• NAVCoM or NAVLink Interface Kit (page 429)
• Battery (B+)
• Digital Multimeter (DMM) (page 427)
• Fuse
• 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
• Engine 24–pin Connector
• Breakout Harness 4674 (ACT PWR) (page 430)
Function • Breakout Harness 6020 (24-Pin) (page 435)
The ACT PWR circuit supplies the engine mounted • International® Electronic Engine Terminal Test Kit
actuators with switched battery voltage. (page 428)
EGES-455-1
ACT PWR Relay Pin-point Diagnostics
SPN FMI Condition Possible Causes

None No power supplied at engine 24-Pin • Power loss to ECM
connector.
• Blown fuse
• Poor electrical connections (ECM PWR, ECM
GND, or VIGN)
Figure 118 ACT PWR circuit diagram
1. Verify the ECM is powered by either cranking the 2. Disconnect the engine to vehicle 24-Pin
engine, starting the engine, or communication is connector.
established with the EST.
NOTE: Inspect connector for damaged pins,
• If the ECM is not powering up, see ECM PWR corrosion, or loose pins. Repair if necessary.
(page 285).
3. Go to Voltage Checks at 24-Pin Connector.
• If the ECM is powered, but there is no power
going to the 24-Pin connector, proceed to the
next step.
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Voltage Checks at 24-Pin Connector

CAUTION: To prevent engine damage, turn the ignition switch OFF before disconnecting 24-Pin connector.
Connect Breakout Harness 6020 to 24-Pin connector. Leave the engine harness disconnected. Turn
ignition switch to ON. Use DMM to measure voltage.
Test Point Spec Comment – < Less than, > Greater than
1 to GND B+ If < B+, check for OPEN ACT PWR circuit, blown fuse, OPEN MPR control
circuit, or failed relay. Do Voltage Checks at Relay.
1 to 12 B+ If < B+, check for OPEN ACT PWR GND circuit.
1 to 23 B+ If < B+, check for OPEN ACT GND circuit.
Voltage Checks at Relay

Connect Breakout Harness 4674 between relay and relay socket. Turn ignition switch to ON. Use DMM to
measure voltage.
86 to GND B+ If < B+, check power circuit to relay coil for OPEN or short to GND, or
blown fuse.
30 to GND B+ If < B+, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
85 to B+ B+ If < B+, check MPR control circuit for OPEN or short to PWR. Go to MPR
Resistance Check.
87 to GND B+ If < B+, replace relay.
If B+, check for OPEN circuit between relay and the 24-Pin connector.
Main Power Relay Control Circuit Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4674. Leave ECM, ECM
PWR, and ACT PWR relay disconnected. Use DMM to measure resistance.
C-70 to 85 <5Ω If > 5 Ω, check MPR control circuit for OPEN.
C-70 to GND > 1 kΩ If < 1 kΩ, check MPR control circuit for short to GND.
ACT PWR circuit to 24-Pin connector

Turn ignition switch to OFF. Connect 180-pin Breakout Box and Breakout Harness 6020. Leave ACT PWR
relay and Engine harness disconnected. Use DMM to measure resistance.
Relay pin 87 to <5Ω If > 5 Ω, check for OPEN circuit.
24-Pin 1
24-Pin 1 to GND > 1 kΩ If < 1 kΩ, check for OPEN circuit.
EGES-455-1
ACT PWR Circuit Operation terminal through a fuse and relay contacts 30 and 87
to Pin 1 and Pin 3 on the 24-Pin connector.
The ACT PWR relay is controlled by the ECM, similar
to the way the ECM controls its other relays. When Pin 23 and Pin 12 on the 24-Pin connector are ACT
the ECM receives the VIGN signal from the ignition GND circuits.
switch, the ECM will enable the ECM relay and the
ACT PWR relay. Fault Detection / Management
The ECM receives SWBAT power at Pin C-45. This No DTC’s are set for ACT PWR circuit failure. If ACT
signals the ECM to provide a ground path from Pin PWR is lost, the EGR will set KOEO Standard Test
C-70 to 85 to switch the ACT PWR relay. Switching DTC’s.
the relay provides power from the battery positive
EGES-455-1
ACM Power (Aftertreatment Control Module)
SPN FMI Condition

609 3 ACM Switched voltage too HIGH
609 4 ACM Switched voltage too LOW
609 12 ACM Internal chip Error
609 19 ACM not detected on J1939
1231 19 ACM Error – J1939 communication fault
Figure 119 Functional Diagram for ACM
The functional diagram for the ACM includes the Function

following:
The ACM controls the Downstream Injection (DSI)
• Engine Control Module (ECM) System during a DPF regeneration. The ECM
with Barometric Absolute Pressure (BARO) controls the monitoring and regeneration process in
Internal Sensor the aftertreatment system.
• Engine Lamp
EGES-455-1
Component Location
The ACM is installed underneath the cab just below
the driver’s floorboard.
Tools
• International® Electronic Engine Terminal Test Kit
(page 428)
ACM PWR Pin-point Diagnostics

609 3 ACM Switched voltage too HIGH • Jump start using more than system voltage
• Batteries wired incorrectly
609 4 ACM Switched voltage too LOW • Low discharge batteries
• Charging system failure
• High resistance in ACM powering circuits
609 12 ACM Internal chip Error • Internal ACM fault, replace module
609 19 ACM not detected on J1939 • J1939 circuit fault between ECM and ACM
• ACM power or ground circuit faults
• Failed ACM
1231 19 ACM Error - J1939 communication • ACM J1939 communication circuit fault
fault
EGES-455-1
Figure 120 ACM PWR circuit diagram
ACM Power circuit checks

ACM disconnected. Turn ignition switch to ON. Use DMM to measure voltage.
C-52 to GND B+ If < B+, check for OPEN on SWBAT circuit or blown fuse.
C-1 to B+ B+ If < B+, check for OPEN in ACM ground circuit.
C-2 to B+ B+
C-3 to B+ B+
C-4 to B+ B+
C-5 to B+ B+
C-6 to GND B+ If < B+, check for OPEN in power circuit.
C-7 to GND B+
C-8 to GND B+
C-9 to GND B+
If measurements are within specifications, continue to J1939 Voltage Checks.
EGES-455-1
J1939 Voltage Checks

ACM disconnected. Turn ignition switch to ON. Use DMM to measure voltage.
14 to GND 1 V to 4 V The sum of 14 to GND and 15 to GND should equal 4 V
to 5 V.
15 to GND 1 V to 4 V The sum of 15 to GND and 14 to GND should equal 4 V
to 5 V.
If measurements are within specifications, continue to J1939 Harness Resistance Check.
J1939 Harness Resistance Check

Breakout box connected to the ECM, leave ECM and ACM disconnected. Turn ignition switch to OFF. Use
DMM to measure resistance.
C-61 to 14 <5Ω If > 5 Ω, check for OPEN circuit.
C-62 to 15 <5Ω If > 5 Ω, check for OPEN circuit.
If ACM voltage checks and J1939 checks are all within specifications, replace the ACM module.
EGES-455-1
ACM VREF Circuits
SPN FMI Condition

3512 14 ACM VREF 1 & 2 voltage deviation
Figure 121 Functional Diagram for ACM
The functional diagram for the ACM includes the Tools

following:
• Aftertreatment Control Module (ACM) ServiceMaxx™ software (page 428)
Function
The ACM supplies a 5-volt reference to the AFT Fuel
Pressure 1 and AFT Fuel Pressure 2 sensors. If this • Breakout Harness 6020 (24-Pin) (page 435)
circuit is shorted to power or ground, both sensors
become inoperative.
(page 428)
Component Location
The ACM is installed underneath cab just below the
driver’s floorboard.
EGES-455-1
ACM VREF Circuit

3512 14 ACM VREF 1 and 2 voltage deviation • ACM VREF circuit short to PWR
• ACM VREF circuit short to GND
• Failed sensor causing short to GND on VREF
circuit
Figure 122 ACM PWR circuit diagram
Connector Voltage Check

Connect Breakout Harness 6020, disconnect AFTFIS and AFTFP2 sensors. Turn ignition switch to the ON
position. Use DMM to measure voltage.
Pin 8 to B+ B+ If < B+, check SIG GND for OPEN circuit. Go to Harness
Resistance Check.
Pin 6 to GND 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN circuit. Go to Harness
Resistance Check.
Pin 15 to GND 5 V ± 0.5 V If < 4.5 V, check for OPEN or short to GND. Go to Harness
Resistance Check.
Pin 16 to B+ B+ If < B+, check SIG GND for OPEN circuit. Go to Harness
Resistance Check.
EGES-455-1

Turn ignition switch to OFF, disconnect 86-pin connector and AFTIS and AFTFP2 sensors. Use DMM to
measure resistance between ACM connector and sensor connectors.
AFTFIS
21 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
AFTFP2
EGES-455-1
AFTFD (Aftertreatment Fuel Doser)
SPN FMI Condition

3471 1 Fuel Pressure 1 below desired (Low
system pressure)
3471 7 AFT Fuel Doser valve not responding as
expected
3471 10 AFT Fuel Doser valve abnormal rate of
change
3479 3 AFT Fuel Doser Valve Short to PWR
3479 4 AFT Fuel Doser Valve Short to GND
Figure 123 Functional diagram for AFTFD
The functional diagram for the AFTFD includes the • Aftertreatment Fuel Pressure 2 (AFTFP2)
following:
• Aftertreatment Fuel Doser (AFTFD)
• Down Stream Injection (DSI) unit
EGES-455-1
Function
Pressurized fuel is supplied to the AFTFD through
the fuel filter housing assembly. When the conditions
required for regeneration are met, the ACM sends
voltage to the AFTFD to open and inject fuel into the
turbo exhaust pipe.
Component Location
The AFTFD is integrated into the Down Stream
Injection (DSI) unit located on the left side of the
engine, to the rear of fuel filter module.
Tools
• Breakout Harness 6021 (AFTFD) (page 435)
(page 428)
Figure 124 AFTFD circuit diagram
EGES-455-1
AFTFD Connector End Diagnostics

3471 1 Fuel Pressure 1 below desired (Low • Low Fuel Delivery Pressure
system pressure)
• Restricted Fuel Filter
• AFT Fuel Shutoff Valve failure
• Biased AFT Fuel Pressure 1 sensor or circuit
3471 7 AFT Fuel Doser valve not responding • Lower fuel delivery pressure.
as expected
• Restricted fuel filter.
• AFT Fuel Shutoff Valve failure.
3471 10 AFT Fuel Doser valve abnormal rate • AFT Fuel Doser failure
of change
3479 3 AFT Fuel Doser Valve Short to PWR • AFTFD circuit short to PWR
• Failed AFTFD
3479 4 AFT Fuel Doser Valve Short to GND • AFTFD circuit OPEN or short to GND
• Failed AFTFD
NOTE: The KOEO Standard Test or KOEO Output

State HIGH or LOW does not cycle this actuator.
NOTE: The sensors connected to the Aftertreatment
Control Module (ACM) cannot be monitored using
ServiceMaxx™ software. If a DTC is set for this
actuator, all you can do is verify that there is not a
circuit fault. If circuits check out acceptable, then
replace the actuator.

Connect Breakout Harness 6021 to engine harness and leave AFTFD disconnected. Turn ignition switch
to ON. Use DMM to measure voltage.
1 to GND 6.0 V ± 1.0 V If < 5.0 V, check for OPEN circuit or short to GND, go to
Harness Resistance Check (page 179).
If > 7.0 V, check for short to PWR, go to Harness Resistance
Check.
2 to B+ B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 179).
If measurements are within specifications, then replace the AFT Fuel Doser.
EGES-455-1

Turn ignition switch to OFF. Connect Breakout Harness 6021 to engine harness and leave AFTFD and ACM
disconnected. Use DMM to measure resistance between AFTFD connector and ACM connector.
1 to GND > 1 kΩ If < 1k Ω, check for short to GND.
1 to Pin 10 <5Ω If > 5 Ω, check for OPEN circuit.
2 to Pin 30 <5Ω If > 5 Ω, check for OPEN circuit.
EGES-455-1
Aftertreatment Fuel Inlet Sensor (AFTFIS)
SPN FMI Condition

3480 3 AFTFP1 signal Out of Range HIGH
3480 4 AFTFP1 signal Out of Range LOW
5456 3 AFTFT signal Out of Range HIGH
5456 4 AFTFT signal Out of Range LOW
Figure 125 Functional diagram for the AFTFIS sensor
The functional diagram for the AFTFIS includes the • Aftertreatment Fuel Temperature (AFTFT)
following:
• Aftertreatment Fuel Pressure 1 (AFTFP1)
• J1939 Data Link
• Aftertreatment Fuel Shutoff Valve (AFTFSV)
• Aftertreatment Fuel Inlet Sensor (AFTFIS)
EGES-455-1
Function
The AFTFIS is comprised of a fuel temperature and
fuel pressure sensor. The AFTFIS monitors fuel
pressure and fuel temperature in the aftertreatment
fuel system and provides a feedback signal to the
ACM.
Sensor Location
The AFTFIS is integrated into the Down Stream
• Breakout Harness 6027 (AFTFP) (page 436)
(page 428)
AFTFIS Sensor End Diagnostics

3480 3 AFTFP1 signal Out of Range HIGH • AFTFP1 signal circuit OPEN or short to PWR
• Failed AFTFIS
3480 4 AFTFP1 signal Out of Range LOW • AFTFP1 signal circuit short to GND
• Failed AFTFIS
EGES-455-1
Figure 126 AFTFIS circuit diagram

sensor, all you can do is verify that there is not a
circuit fault. If circuits are acceptable, replace the
sensor.
AFTFIS Pin-Point Diagnostics

Connect Breakout Harness 6027. Leave sensor disconnected. Turn the ignition switch to ON. Use DMM to
measure voltage.
1 to B+ B+ If < B+, check SIG GND for OPEN circuit, go to Harness
Resistance Check.
2 to GND 4.8 V ± 1.0 V If < 3.8 V, check AFTFP1 for OPEN circuit, go to Harness
Resistance Check.
3 to GND 5.0 V ± 1.0 V If < 4.0 V, check VREF for OPEN circuit, go to Harness
Resistance Check.
4 to GND 4.4 V ± 1.0 V If < 3.4 V, check VREF for OPEN circuit, go to Harness
Resistance Check.
If circuit measurements are all within specification, then replace the sensor.
EGES-455-1

Turn ignition switch to OFF. Connect Breakout Harness 6027. Leave ACM and AFTFIS disconnected. Use
DMM to measure resistance between AFTFIS connector and ACM connector.
1 to Pin 21 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to Pin 80 <5Ω If > 5 Ω, check AFTFP1 circuit for OPEN.
3 to Pin 23 <5Ω If > 5 Ω, check VREF signal circuit for OPEN.
4 to Pin 22 <5Ω If > 5 Ω, check AFTFT circuit for OPEN.
AFTFIS Circuit Operation connector and returns the variable voltage signal from
Pin 2 to Pin 80 of the 86-pin ACM connector.
The AFTFIS is a dual purpose sensor that monitors
both Aftertreatment Fuel Pressure 1 (AFTFP1) and
AFTFT Circuit Operation
Aftertreatment Fuel Temperature (AFTFT).
The AFTFT sensor is supplied with 5 volts at Pin 3
AFTFP1 Circuit Operation from Pin 23 of the 86-pin ACM connector. The sensor
is grounded at Pin 1 from Pin 21 of the 86-pin ACM
The AFTFP1 sensor is supplied with 5 volts at Pin 3
connector and returns the variable voltage signal from
from Pin 23 of the 86-pin ACM connector. The sensor
Pin 4 to Pin 22 of the 86-pin ACM connector.
is grounded at Pin 1 from Pin 21 of the 86-pin ACM
EGES-455-1
Aftertreatment Fuel Pressure 2 Sensor (AFTFP2)
SPN FMI Condition

4077 3 AFTFP2 signal Out of Range HIGH
4077 4 AFTFP2 signal Out of Range LOW
4077 10 AFTFP2 signal abnormal rate of change
Figure 127 Functional diagram for the AFTFP2 sensor
The functional diagram for the AFTFP2 sensor • Aftertreatment Fuel Shutoff Valve (AFTFSV)
includes the following:
Function
The AFTFP2 sensor monitors the fuel pressure in the
aftertreatment fuel system and provides a feedback
• AFTFP2 sensor signal to the ACM.
EGES-455-1
Sensor Location
The AFTFP2 sensor is integrated into the Down
Stream Injection (DSI) unit located on the left side of
the engine, to the rear of fuel filter module.
Tools
• Breakout Harness 6027 (AFTFP) (page 436)
(page 428)
AFTFP2 Sensor End Diagnostics

4077 3 AFTFP2 signal Out of Range HIGH • AFTFP2 signal circuit OPEN or short to PWR
• Failed AFTFIS
4077 4 AFTFP2 signal Out of Range LOW • AFTFP2 signal circuit short to GND
• Failed AFTFIS
4077 10 AFTFP2 signal abnormal rate of • Biased sensor or circuit
change
Figure 128 AFTFP2 circuit diagram
EGES-455-1

replace the sensor.

Connect Breakout Harness 6027. Leave sensor disconnected. Turn the ignition switch to ON. Use DMM to
measure voltage.
1 to GND 5.0V ± 1.0V If < 4.0V, check VREF for OPEN circuit, go to Harness
Resistance Check.
2 to B+ B+ If < B+, check SIG GND for OPEN circuit, go to Harness
Resistance Check.
3 to GND 5.4V ± 1.0V If < 4.4V, check AFTFP2 for OPEN circuit, go to Harness
Resistance Check.
AFTFP2 Pin-point Diagnostics

Turn ignition switch to OFF. Connect Breakout Harness 6027. Leave ACM and AFTFP2 sensor
disconnected. Use DMM to measure resistance between AFTFP2 connector and ACM connector.
1 to Pin 43 <5Ω If > 5 Ω, check VREF signal circuit for OPEN.
2 to Pin 41 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
3 to Pin 42 <5Ω If > 5 Ω, check AFTFP2 circuit for OPEN.
AFTFP2 Circuit Operation sensor is grounded at Pin 2 from ACM Pin 41 and
returns a variable voltage signal from Pin 3 to ACM
The AFTFP2 sensor is a pressure sensor that is
Pin 42.
supplied with 5 volts at Pin 1 from ACM Pin 43. The
EGES-455-1
Aftertreatment Fuel Shutoff Valve (AFTFSV)
SPN FMI Condition

3482 3 AFT Fuel Shutoff Valve short to PWR
3482 4 AFT Fuel Shutoff Valve short to GND
3482 7 AFT Fuel Shutoff Valve not responding as
expected
Figure 129 Functional diagram for AFTFSV
The functional diagram for the AFTFSV valve includes Function

the following:
The AFTFSV controls the fuel supply to the AFTFD
• Aftertreatment Control Module (ACM) when regeneration is required. The AFTFSV is
controlled by the ACM.
• Aftertreatment Fuel Pressure 2 (AFTFP2) Component Location
• Aftertreatment Fuel Shutoff Valve (AFTFSV) The AFTFSV is integrated into the Down Stream
EGES-455-1
Tools
• Breakout Harness 4602 (AFTFSV) (page 430)
(page 428)
AFTFSV Connector End Diagnostics

3482 3 AFT Fuel Shutoff Valve short to PWR • AFTFSV circuit OPEN or short to PWR
• Failed AFTFSV
3482 4 AFT Fuel Shutoff Valve short to GND • AFTFSV circuit short to GND
• Failed AFTFSV
3482 7 AFT Fuel Shutoff Valve not responding • Biased AFT Fuel Pressure 1 sensor or circuit
as expected
• AFT Fuel Shutoff Valve failure
Figure 130 AFTFSV circuit diagram
NOTE: The KOEO Standard Test or KOEO Output

State HIGH or LOW does not cycle this actuator.
replace the sensor.
EGES-455-1

Connect Breakout Harness 4602 to engine harness and leave AFTFSV disconnected. Turn ignition switch to
ON. Use DMM to measure voltage after 60 seconds.
1 to GND 6.0 V ± 1.0 V If < 5.0 V, check for OPEN circuit or short to GND, go to
Harness Resistance Check.
If > 7.0 V, check for short to PWR, Do Harness Resistance
Check.
2 to B+ B+ If < B+, check for OPEN circuit. go to Harness Resistance
Check (page 189).
If measurements are within specifications, replace AFT Fuel Shutoff Valve.

Turn ignition switch to OFF. Connect Breakout Harness 4602 to engine harness and leave AFTFSV and
ACM disconnected. Use DMM to measure resistance between AFTFSV connector and ACM connector.
EGES-455-1
AFT System (Aftertreatment)
SPN FMI Condition

3246 20 DPF over temperature - (possible filter
damage)
3251 2 DPFDP above or below desired level
3251 21 DPFDP excessively LOW (sensor/circuit
fault or missing DPF)
3556 0 AFT Fuel Pressure 2 excessively high
(Restricted injection)
3556 1 AFT Fuel Pressure 2 below desired
(Possible system leak)
3556 7 AFT Fuel Injector not responding as
expected
3719 0 DPF Soot Load - Highest (level 3/3)
3719 15 DPF Soot Load - Lowest (level 1/3)
3719 16 DPF Soot Load - Moderate (level 2/3)
3936 0 DPF Soot Load - Severe De-Rate
3936 2 DPF Test - test unsuccessful
3936 14 DPF - Regen duration above limit
EGES-455-1
Figure 131 AFT System Operation
EGES-455-1
The function diagram for the AFT System includes the particulates exiting the exhaust pipe. Typically a good
following: running engine will have 99% soot to 1% ash.
• Engine Control Module (ECM) The soot is captured by the Diesel Particulate Filter
with Barometric Absolute Pressure (BARO) (DPF). Although the Diesel Oxidation Catalyst (DOC)
Internal Sensor should not require regular maintenance, the DPF does
require off-board cleaning to remove the ash from the
• Body Controller (BC)
DPF.
• Multiplex System Module (MSM) Body Module
The soot is converted to carbon dioxide by a process
• Accelerator Pedal Position (APP) Sensor of regeneration (Regen). The temperature at the face
of the DPF is raised to approximately 1000 °F (538
• Park Brake
°C), for a period of time, depending on the amount
• Vehicle Speed Sensor (VSS) of soot that accumulated within the DPF. Regen time
is calculated by the Engine Gas Differential Pressure
• Driveline Disconnect Switch (DDS)
(DPFDP) feedback.
• Power Take Off Switch (PTO)
The Regen may take place as the vehicle is in
• Diesel Oxidation Catalyst (DOC) operation under a steady state heavy engine loading
condition, or by forcing a Stationary Regen process.
• Diesel Particulate Filter (DPF)
During a Stationary Regen, the engine speed is
• DPF Inlet Temperature (DPFIT) Sensor
increased, while the Engine Control Module (ECM)
• DOC Outlet Temperature (DOCOT) Sensor controls the engine systems. These system include
post-injection, Exhaust Gas Recirculation (EGR), and
• DPF Differential Pressure (DPFDP) Sensor
Engine Throttle Valve (ETV). This increases the heat
• DPF Outlet Temperature (DPFOT) Sensor going into the exhaust system. The Intake Air Heater
(IAH) will also cycle on and off, not just increase the
• Fuel Injectors (INJs)
Air Intake Temperature (AIT), but also add extra load
• Exhaust Gas Recirculation (EGR) on the engine. The Atfertreatment Control Module
(ACM) controls the Down Stream Injection (DSI)
system to inject fuel into the exhaust just before the
• Warning Indicators DOC.
• Intake Air Heater (IAH) The health of the system and the Regen processes
are monitored by the DOC Inlet Temperature
(DOCIT), DPF Inlet Temperature (DPFIT), DPF Outlet
• AFT Fuel Pressure Inlet Sensor (AFTFIS) Temperature (DPFOT), and the Diesel Particulate
Filter Differential Pressure (DPFDP) sensor. The
• AFT Fuel Pressure 2 (AFTFP2) sensor
DPFDP measures the pressure difference across the
• AFT Fuel Shutoff Valve (AFTFSV) DPF filter. The temperature sensors measure the
temperature differences across the DOC and DPF.
• AFT Fuel Doser (AFTFD)
The DPF, and/or the DOC may fail or plug prematurely
• Downstream Injection (DSI) unit
for a number of reasons. It is important to pinpoint
The purpose of the Aftertreatment (AFT) System the root cause and repair the failure before replacing
is to catalyze carbon monoxide (CO), Oxides of the DOC or DPF. Failure to do so could result in
Nitrogen (NOx), and Hydrocarbons (HC). The Diesel destroying a newly replaced component.
Particulate Filter (DPF) will capture soot and other
EGES-455-1
AFT System Event Map
Engine AFT System Communication Driver Response
Engine out of Regen mode

DPFDP monitors soot level. DPF collects soot
produced by engine.
Engine in Regen mode. Soot level threshold DTC: None

Changes in Air is reached, system
triggers DPF Lamp: HEST lamp if No response needed.
management and fueling,
regeneration. DPFOT is above 400 ºC
fuel is injected into the
(752 ºF) and under 5 mph.
exhaust system. DOC converts fuel to
Exhaust sensors are increase DPF temp.
monitored. Soot burns as elevated
temp is reached.
Soot may continue to SPN 3719 FMI 15 DPF, Drive at highway speed
Engine in Regen mode.
increase in the DPF due soot Lowest (level 1/3). or start a parked Regen.
to inability to properly
Engine in Regen Mode. SPN 3719 FMI 16 DPF,
regenerate the filter. Perform Parked Regen.
15% Engine De-rate. soot Moderate (level 2/3).
Engine in Regen mode. SPN 3719 FMI 0 DPF, Remove DPF for
85% Engine De-rate. soot Highest (level 3/3). servicing.
EGES-455-1

3246 20 DPF over temperature - possible filter • Restricted DPF
damage
• DOC Failure
• Engine over fueling
• Downstream Injection over fueling
• Biased DPFOT sensor or circuit
3251 2 DPFDP above or below desired level • Biased DPFDP sensor or circuit
• Restricted or plugged DPF
• Reversed DPF sensor hoses
3251 21 DPFDP excessively LOW (Sensor/circuit • DPFDP sensor tubes restricted or open
fault or missing DPF)
• Biased DPFDP sensor or circuit
3556 0 AFT Fuel Pressure 2 excessively high • Hydrocarbon Injector assembly failure (Plugged)
(Restricted injection)
3556 1 AFT Fuel Pressure 2 below desired • Fuel leak from metering unit
(Possible system leak)
3556 7 AFT Fuel Injector not responding as • Hydrocarbon Injector assembly failure (Plugged)
expected
3719 0 DPF Soot Load - Highest (level 3/3) • Level 3 DPF plugged
• Remove DPF for servicing
3719 15 DPF Soot Load - Lowest (level 1/3) • Level 1 DPF Regen required
3719 16 DPF Soot Load - Moderate (level 2/3) • Level 2 DPF Regen required
3936 0 DPF Soot Load - Severe de-rate • Level 3 DPF plugged
• Remove DPF for servicing
3936 2 DPF Test - test unsuccessful • Active Regen DTC Inhibitor
• Biased DPFDP sensor or circuit
• Engine unable to build enough heat to the DOC
• DOC failure
• DSI failure to inject fuel to the exhaust
• DPF failure
3936 14 DPF, Regen duration above limit • Engine unable to build enough heat to the DOC
• DOC failure
• DSI failure to inject fuel into the exhaust
• DPF failure
EGES-455-1
SPN 3246 FMI 20 – DPF over temperature - possible filter damage

SPN 3246 FMI 20 sets if DPF inlet or outlet temperature increases beyond maximum threshold. As a
preventive measure, this fault disables regeneration until the next switch ON cycle.
Pin-point AFT System Fault
1. Inspect DPFIT and DPFOT sensors for damage, loose connection, and sensor/harness rupture.
2. Check for biased exhaust temperature sensor. See Sensor Compare Checks.
3. Check for active / previously active faults indicating high soot load in DPF. Any of SPN 3719 FMI
0,15,16, or SPN 3936 FMI 0.
4. Perform DPF Filter Cleanliness Test from the service tool. If test result confirms reduced DOC
efficiency, go to Park Regeneration Checks.
5. Check for active / previously active fault codes referring to injector leakage.
SPN 3719 FMI 0 – DPF Soot Load - Highest (level 3/3)

SPN 3719 FMI 0 sets when Level 3 DPF soot loading is over 100 percent full and engine de-rate has been
enabled. DPF regeneration is required.
1. Check for active DTC that could prevent AFT System from regenerating.
2. Perform a manual parked regeneration procedure. See regeneration procedure in this section.
SPN 3719 FMI 15 – DPF Soot Load - Lowest (level 1/3)

SPN 3719 FMI 15 sets when Level 1 DPF soot loading is above 80% full and a DPF regeneration is required.
1. Check for active DTC that could prevent AFT system regeneration.
2. Drive vehicle at highway speeds for 20 to 30 minutes until the regeneration lamp is not illuminated or
perform a manual parked regeneration procedure.
SPN 3719 FMI 16 – DPF Soot Load - Moderate (level 2/3)

SPN 3719 FMI 16 sets when Level 2 DPF soot loading is 100% full and a DPF regeneration is required.
1. Check for active DTC that could prevent AFT system regeneration.
2. Perform a manual parked regeneration procedure.
EGES-455-1
SPN 3936 FMI 0 – DPF Soot Load - Severe De-Rate

SPN 3936/FMI 0 sets when Level 4 DPF soot loading is overfull and engine shutdown is enabled. DPF
regeneration functionality has been disabled.
1. Inspect DPFDP sensor for damage or loose connection.
2. Remove DPF and service the filter.
3. Check for active DTC that could prevent the AFT system from regenerating.
4. Do an Onboard Cleanliness Test to reset soot and ash monitors.
AFT System Indicators Diesel Particulate Filter (DPF) Lamp

Fault codes that require a Regen are better
understood as Alert codes. This is a normal condition
used to alert the operator or technician that soot level
in the DPF has reached a set point and the system is
running or needs to run a DPF Regen.
Hot Exhaust Temperature (HET) Lamp Figure 133 DPF Lamp
DPF lamp on solid. This notifies the operator the

Aftertreatment System is cleaning the DPF.
Operator Action: Drive at highway speed, until lamp
goes out, or perform a Parked Regen.
Technician Action: None
Figure 132 HET Lamp
If system is unable to finish the cleaning process due
to driving conditions (low load, short trip) or if there’s a
Hot Exhaust System Temperature lamp indicates problem with the system. The soot level will continue
exhaust temperature is above 400 ºC (752 ºF) and to build in the DPF and trigger the next soot level DTC.
vehicle speed is below five mph.
Operator Action: Beware of surroundings, the exhaust
is very hot.
Technician Action: None
EGES-455-1
SPN 3719 FMI 15 – DPF Soot Load - Lowest (level Operator Action: Perform a Parked Regen.
1/3)
Technician Action: Verify the system is working
without fault. See below procedure.
DPF soot level 2, DPF lamp flashing and the buzzer
sounding. This notifies the operator that the soot level
has reached a critical level and the engine is de-rated
by 15% of normal engine power.
Figure 134 DPF Lamp Flashing SPN 3719 FMI 0 DPF Soot Load - Highest (level 3/3)
DPF soot level 1, DPF lamp flashing. This notifies

the operator the Aftertreatment System is cleaning the
DPF.
Operator Action: Perform a Parked Regen.
Technician Action: Verify the system is working
without fault. See below procedure. Figure 136 DPF Lamp Flashing and Buzzer
Sounding
DPF soot level 1, DPF lamp flashing. This notifies the
operator the soot level is reaching a much higher level
and the system is not completing a Regen through the
Operator Action: Tow vehicle in for service.
operators current drive cycle. If this is ignored, the
soot level will continue to build to setting the next level Technician Action: The DPF must be replaced when
DTC. soot level reaches 3, and when DPF lamp is flashing,
and the buzzer is sounding. This notifies the operator
the soot level has reached a critical level and the
SPN 3719 FMI 16 – DPF Soot Load -Moderate (level engine is engine is de-rated by 85% of normal power.
2/3)
Regen Inhibitors
DPF Regen Inhibit Conditions
A DPF Regen can be inhibited by disabling switches,
or the entry conditions have not yet been met to start
the regeneration process.
Figure 135 DPF Lamp Flashing, Amber Warning

Lamp On Solid
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Entry Conditions for a Rolling Regen

When driving at high speeds or with heavy loads, the
exhaust is hot enough to convert the soot to ash.
When driving at lower speeds or when carrying lighter
loads, the exhaust is typically is not hot enough to
convert the soot to ash. In these situations, the engine
control system will increase the exhaust temperature
and the particulate matter can be converted to ash.
Automatic regeneration occurs when driving. The
operator is not required to do anything to start
regeneration.
An automatic regeneration is not possible during
frequent stops or low operating speeds. If a
regeneration is required in these conditions, a manual
parked regeneration must be done.
When the ECM determines the soot level threshold is reached, the system triggers DPF Regen.
NOTE: Short trips, stop and go driving could prevent a successful Regen.
The following conditions are required for a Rolling Regen:
• DPF Status signal displaying: Regen Needed
• Red stop engine lamp not on
• Engine Coolant Temperature at or above 75 ºC (170 ºF)
• Inhibiting DTCs must not be active (See Fault Code Inhibitors in this section of manual.)
• Regen Inhibit switch not active (switch must be off)
• PTO not active (switch must be off)
• Exhaust Temperature sensors below safe thresholds
• DOCIT below 500 °C (932 °F)
• DPFIT below 650 °C (1202 °F)
• DPFOT below 750 °C (1382 °F)
If DPF Status displays "Regen needed" and vehicle is unable to perform a Rolling Regen, perform the
Diagnostic Test Procedure.
EGES-455-1
Entry Conditions for a Parked Regen

A Parked Regen can only be performed when the DPF soot level threshold is reached. The DPF lamp will
flash or stay on solid, signaling the need for Regen.
The following conditions are required for a Parked Regen:
• Engine Running
• DPF lamp on
• Parked Regen switch on
• DPF Status signal displaying: Regen Needed
• Red stop engine lamp not on
• Engine Coolant Temperature at or above 75 ºC (170 ºF)
• Vehicle speed not rolling
• Inhibiting DTCs must not be active (See Fault Code Inhibitors in this section of manual.)
• Regen Inhibit switch not active (switch must be off)
• Exhaust Temperature sensors below safe thresholds
• DOCIT below 500 °C (932 °F)
• DOCOT below 650 °C (1202 °F)
• DPFOT below 750 °C (1382 °F)
If DPF Status displays “Regen needed” and vehicle is unable to perform a Rolling Regen, Perform
Diagnostic Test Procedure.
EGES-455-1
DPF Filter Cleanliness Test
This test checks the status of the DPF if the soot level is within a Regen Needed limit. The test will
automatically start a Parked Regen.
NOTE: The KOER Standard Test must be run before performing this test.
Engine speed is ramped up to increase exhaust flow through the DPF while the DPFDP sensor monitors the
pressure difference across the DPF. The test runs for about 15 minutes. If a Regen is needed, the engine
ramps up for another 15 minutes, but this time to run DPF Regen cycle.
The following conditions are required for an Onboard Filter Cleanliness Test:
• Engine Running
• Engine Coolant temperature above 75 ºC (170 ºF)
• Vehicle stationary
• Inhibit DTCs must not be active: Refer to the Fault Code Inhibitors
• Regen inhibit switch not active (switch must be off)
• Parking brake must be applied
• Brake pedal not depressed
• Accelerator pedal not depressed
• Driveline disengaged
• If the soot level is within normal range, the test completes and displays “Test Completed Successful.”
No further action is required.
• If the soot level is above the threshold, the engine idles down for three seconds, sets a DTC, then ramps
up the rpm again and starts a Parked Regen.
• If the test is aborted, perform the Diagnostic Test Procedure.
EGES-455-1
Sensor Compare Checks

Turn switch ON, engine OFF.
Using ServiceMaxx™ software, open the Continues Monitor session.
NOTE: Voltage values need to be measured after cold soak at about 21 ºC (70 ºF)
Checks Specifications Comment – < Less than, > Greater than
S_DOCIT 0.88 V ± 0.10 If voltage is much higher or lower than the other AFT exhaust sensors, see
Volts V DOCIT Sensor (page 240).
S_DPFIT 0.88 V ± 0.10 If voltage is much higher or lower than the other AFT exhaust sensors, see
Volts V DPFIT Sensor (page 251).
S_DPFOT 0.88 V ± 0.10 If voltage is much higher or lower than the other AFT exhaust sensors, see
Volts V DPFOT Sensor (page 256).
S_DPFDP 0.70 V ± 0.10 If not within specification, see DPFDP Sensor (page 245).
Volts V
S_EBP Volts 0.70 V ± 0.10 If not within specification, see EBP Sensor (page 261).
V
If sensors are within specifications, go to “DIAGNOSTIC TROUBLE CODE INDEX” (page 415) and check
DPF Status.
Exhaust Restriction Test

Connect EST, open the Performance session.
NOTE: Run engine at high idle while monitoring Exhaust Back Pressure and DPF Differential Pressure.
Checks Specifications Comment – < Less than, > Greater than
DPFDP < 1.5 psi If > 1.5 psi, the DPF is plugged. Go to Parked Regen.
EBP < 45 psi Check the exhaust back pressure valve operation.
If above tests do not find a problem, then remove DOC and inspect for
face plugging.
If EBP and DPFDP are within expected range, but the DPF Status reads “Regen Needed”, go to Parked
Regen Checks.
If the DPF is face plugged, measure the distance between the filter and outlet. If not within specification, the
filter must be replaced.
EGES-455-1
Regen Inhibitors
Figure 137 Aftertreatment session screenshot
Check Rolling Regen Inhibitors

1. Turn switch ON, engine OFF.
2. Using ServiceMaxx™ software, load the Aftertreatment session.
3. Start engine and run vehicle speed above five mph.
4. Verify all listed inhibitors are displaying "Not Inhibited".
Check Expected Results Comment
AFT Regen Inhibit Status Not Inhibited If inhibited, correct the cause. Check switches and
any DTC that may be causing the Regen inhibit.
Red Stop Alert Lamp OFF If ON, Regen can’t be run. DPF must be replaced
before continuing.
Regen Inhibit Switch OFF If ON, turn switch Off. If switch does not turn Off,
then diagnose circuit fault.
PTO Enable Switch OFF If ON, turn switch Off. If switch does not turn Off,
EGES-455-1
Check Rolling Regen Inhibitors (cont.)

PTO Switch OFF If ON, turn switch Off. If switch does not turn Off,
If no inhibitors are active and Regen is required, go to Parked Regen Checks.
Check Rolling Regen Inhibitors

2. Using ServiceMaxx™ software, load the Aftertreatment session.
3. Verify all listed Inhibitors are displaying "Not Inhibited".
Checks Expected Results Comment
AFT Regen Inhibit Status Not Inhibited If inhibited, correct the cause. Check switches and
any DTC that may be causing the Regen inhibit.
Red Stop Alert Lamp OFF If ON, Regen can’t be run. DPF must be replaced
before continuing.
Regen Inhibit Switch OFF If ON, turn switch Off. If switch does not turn Off,
PTO Enable Switch OFF If ON, turn switch Off. If switch does not turn Off,
PTO Switch OFF If ON, turn switch Off. If switch does not turn Off,
Parking Brake Switch OFF If Off, set parking brake, if switch does not turn
On, then diagnose circuit fault.
Brake Pedal Switch OFF If ON and foot is off pedal, then diagnose circuit
fault.
Accelerator Pedal Position 0% If above 0%, and foot is off pedal, then diagnose
circuit fault.
Clutch Pedal Switch OFF If ON and foot is off pedal, then diagnose circuit
fault.
Transmission Position Park or Neutral If engaged, disengage, or diagnose circuit fault.
If no inhibitors and a Regen is needed, go to Parked Regen Checks.
Parked Regen Checks • DPFIT: 550 - 600 °C (1022 -1112 °F (after 5-10
minutes)
During a Parked Regen, the engine speed will ramp
up to 1200-1800 rpm. • DPFOT: 600 - 650 °C (1022 -1202 °F) (after 10-15
minutes)
Typical readings:
• DPFDP: Decreasing steadily once DPFIT and
• ETV: 80% (closed).
DPFOT are steady and above 550 °C (1022 °F).
• EGR Position: 0% (closed)
Connect the EST, open the Aftertreatment session.
• DOCIT: 250 - 300 °C (482 - 572 °F) Start a Parked Regen and monitor signals.
EGES-455-1
Parked Regen Checks

Connect the EST, open the Aftertreatment session. Open the inhibitors tab and check for Inhibitors.
Checks Expected Results Comment
Engine condition Smooth, not stumbling If engine does not run smoothly, diagnose engine
performance problem. See “PERFORMANCE
DIAGNOSTICS”.
DPF Status Regen Needed If signal reads “Not needed”, then a Regen cannot
be commanded to run.
Engine Coolant Temp Above 66 ºC (150 ºF) If below 66 ºC (150 ºF), warm engine above set
point.
AFT Regen Status Active If signal reads “Not Active”, go to Fault code
inhibitors and Parked Regen Inhibitors.
EGR Position Closed If not closed, see EGR Valve in “ELECTRONIC
SYSTEM DIAGNOSTICS”.
ETV Position 80% ± 5% If not within spec, see ETV in “ELECTRONIC
DOCIT 250 ºC to 300 ºC (482 ºF If below 250 ºC (482 ºF), go to KOER Standard
to 572 ºF) Test and KOER Air Management Test.
If above 300 ºC (572 ºF), check for proper ETV
operation, and if engine is over fueling.
DOCOT After 5-10 minutes above If below 530 ºC (986 ºF), replace DOC, and
530 ºC (986 ºF) inspect DPF for soot leaking through the filter.
DPFOT Below 700 ºC (1292 ºF) If above 700 ºC (1292 ºF), replace DPF.
DPFDP Below 0.5 psi If above 0.5 psi, after the system completes a full
Parked Regen, replace the DPF.
If the DPF is face plugged, measure the distance between the filter and outlet. If not within specification,
the filter cannot be cleaned and must be replaced.
EGES-455-1
DPF Filter Inspection
Figure 138 DPF Inlet (Normal)
EGES-455-1
Normal DPF Outlet
Figure 139 DPF Outlet (Normal)
Inspection of the inlet and outlet of the DPF filter.

All inlet and outlet channels are visible, and there is a
light soot coating over the whole inlet face easily wiped
away with a finger. Soot amount on face may vary
depending on the time since last DPF regeneration,
but should be less than 1/8” (3mm).
Possible Causes Action

System is working correctly. None
EGES-455-1
Plugged DPF Inlet
Figure 140 DPF Face Plugged
Inspect inlet of the DPF filter.

If no channels are visible, the face of the DPF has
a deep cake of soot greater than 3.2 mm (1/8 inch).
Remove DPF for external cleaning.

• Drive cycle (Unable to complete 1. Interview the operator about his drive cycle.
Regen)
2. Verify there are no inhibitors (DTCs or switches).
• Engine over-fueling
3. Replace the DPF.
• Boost problem
• Intake throttle problem
EGES-455-1
DPF Contaminated with Coolant
Figure 141 Coolant Contamination
Inspect the inlet and outlet of the DPF filter.

If coolant is flowing through exhaust system, the face
of the DPF filter will show signs of coolant leakage.

• Coolant is flowing through exhaust 1. Repair coolant problem.
• Failed interstage cooler 2. The DPF cannot be cleaned, the DPF must be replaced.
• Failed EGR cooler
• Failed injector sleeve
• Leaking cylinder head cup plugs
• Cylinder head porosity
EGES-455-1
DPF Contaminated with Oil and Soot
Figure 142 Engine Oil Contamination, Soot Leakage
Inspect the inlet and outlet of the DPF filter.

DPF filter will show signs of soot leakage and oil.

• Failed turbocharger 1. Repair engine oil problem.
• Failed piston rings 2. The DPF cannot be cleaned, the DPF must be replaced.
• Failed cylinder sleeves 3. Inspect the DOC for damage and replace if necessary.
• Failed valve guides
EGES-455-1
DPF Outlet Leaking Soot
Figure 143 DPF Filter Damage, Soot Leakage
The above picture is the outlet side soot bypass, note

soot on brick and canister outlet.
Inspect the outlet of the DPF filter.
DPF filter will show signs of soot leakage.

• DPF filter is damaged 1. The DPF cannot be cleaned, the DPF must be replaced.
2. Inspect the DOC for damage and replace if necessary.
EGES-455-1
External Damage to DPF
Figure 144 DPF Filter, Can Damage
Inspect the exterior of the DPF filter.

DPF filter will show signs of damage such as dents or
cracks.

• Road debris The DPF cannot be cleaned, DPF must be replaced.
• Vehicle accident
EGES-455-1
DPF Brick Measurement From Outlet
Figure 145 DPF brick measurement from outlet
Inspect outlet of the DPF filter and measure the

distance between filter and outlet. If the distance is
greater then the specification, replace the DPF Filter.

Face plugged If the distance is greater then the specification, the DPF cannot
be cleaned. It must be replaced.
EGES-455-1
AMS (Air Management System)
SPN FMI Condition

1209 0 EBP above desired level
1209 7 EBP in-range fault
2659 14 KOER AMT – EGR test failure
2659 20 EGR High Flow Rate detected
2659 21 EGR Low Flow Rate detected
Figure 146 Function diagram for AMS
The Air Management System (AMS) includes the • Mass Air Flow (MAF) Sensor
following:
• Exhaust Gas Recirculation (EGR) Actuator
• Engine Control Module (ECM)
• Engine Lamp
Internal Sensor
EGES-455-1
Function compared by the ECM. If the measured difference

is not within the minimum and maximum values
The AMS Tests perform testing on the EGR system.
expected, a DTC will be set.
During the test, engine speed is increased, injection
timing and ICP pressure are fixed, and the EGR Tools
valve is temporarily closed. As the test progresses,
the EGR valve is opened. This test operates by
monitoring the MAF readings during the test. Airflow
is first measured with the EGR closed, and then with • NAVCoM or NAVLink Interface Kit (page 429)
the EGR opened. These two measurements are then
EGES-455-1
AMS Diagnostics

1209 0 EBP above desired level • Biased EBP sensor or circuit
• Restricted Exhaust
• Plugged DOC
• Plugged DPF
• Failed Turbocharger
1209 7 EBP in-range fault • EBP signal not seeing a difference
in pressure from low idle to high
idle
2659 14 KOER AMT - EGR test failure • Biased EBP sensor or circuit
• Plugged EBP sensor tube
• Failed EGR valve
2659 20 EGR High Flow Rate detected • Charge Air Cooler (CAC) system
leaks
• Biased EBP sensor or circuit
• Biased IMP sensor or circuit
• EGR valve sticking closed
2659 21 EGR Low Flow Rate detected • Restricted airflow (intake or
exhaust)
• Restricted EGR cooler
• Biased EBP sensor or circuit
• Biased IMP sensor or circuit
• EGR valve sticking closed
5456 3 AFTFT signal Out of Range HIGH • AFTFT signal circuit OPEN or
short to PWR
• Failed AFTFIS
5456 4 AFTFT signal Out of Range LOW • AFTFT signal circuit short to GND
• Failed AFTFIS
EGES-455-1
SPN 1209 FMI 0 - EBP above desired level

The code will set when EBP is 10 psi (69 kPa) above desired level.
SPN 1209 FMI 0 - EBP above desired level

Estimated EGR percent is less than the minimum limit for the operating conditions.
The code will set when EBP is 10 psi (69 kPa) above.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAF, IMP, or EGR faults. Repair any fault before continuing
with this procedure.
2. Check for biased sensor. Verify BARO, MAF, IMP, and EBP are within KOEO specification. See
KOEO in “APPENDIX A: PERFORMANCE SPECIFICATIONS”.
3. Check the back pressure valve operation. See EBPV in this section.
4. Check for restricted EGR cooler. See Restricted EGR Cooler in “ENGINE SYMPTOMS
DIAGNOSTICS”.
5. Check EGR operation. Monitor EGRP signal and run KOEO Output State test HIGH and LOW. See
“EGR Actuator (Exhaust Gas Recirculation)”.
6. Check for restricted exhaust. See performance specification at full load rated speed.
SPN 1209 FMI 1 - EBP below desired level

This code will set when EBP is 10 psi (69 kPa) below desired level.
SPN 1209 FMI 1- EBP below desired level

Estimated EGR percent is less than the minimum limit for the operating conditions.
Pin-point AMS Fault
2. Check for biased sensor. Verify BARO, MAF, IMP, and EBP are within KOEO Specification. See
KOEO in “APPENDIX A: PERFORMANCE SPECIFICATIONS”.
3. Check for plugged EBP or tubing.
4. Check the exhaust back-pressure valve operation. See the EBPV in this section.
EGES-455-1
SPN 2659 FMI 14 - AMS - KOER AMT - EGR test failure

This DTC is set if EBP does not meet expected response during the Air Management Test.
Pin-point AMS Fault
1. Check for active or inactive EBP DTC’s. See EBP Sensor in this section of manual and check EBP
KOEO specification.
2. Check for plugged EBP sensor or tubing.
3. Check for active or inactive DTC’s. See appropriate Pin-point test.
4. Check EGR operation. Monitor EGR position (EGRP) while running KOEO Output State test HIGH
and LOW. See “EGR Actuator (Exhaust Gas Recirculation)” in this section of manual.
5. Check for restricted exhaust system.
SPN 2659 FMI 20 - EGR flow excessive - EGR High Flow Rate detected
The DTC will set when EBP is 10 psi (69 kPa) below desired level.
Estimated EGR percent is greater than the maximum limit for the operating conditions.
Pin-point AMS Fault
2. Check for biased sensor. Verify BARO, MAF, IMP, and EBP are within KOEO Specification. See
KOEO in “APPENDIX A : PERFORMANCE SPECIFICATIONS”.
3. Check the plugged EBP sensor or tubing.
SPN 2659 FMI 21 - AMS - EGR Low Flow Rate detected

This DTC is set if EBP does not meet expected response during the EGR portion of the AMS test.
Pin-point AMS Fault
1. Check for other active or inactive EBP, MAF, IMP, or EGR faults. Repair any faults before continuing
2. Check for biased sensor. Verify that BARO, MAF, IMP, and EBP are within KOEO specification.
See KOEO in “APPENDIX A : PERFORMANCE SPECIFICATIONS”.
3. Check for restricted EGR cooler. See Restricted EGR Cooler in “ENGINE SYMPTOMS
EGES-455-1
AMS Operation • The EGR is then commanded open and MAF is

allowed to stabilize (MAF is expected to drop).
The AMS test checks the operation of the EGR by
actuating each component open and closed while • The EGR is then commanded closed, and is
monitoring the effect it has on intake airflow using allowed to stabilize (MAF is expected to increase).
the MAF sensor. The test sequence is carried out as If pressure results do not match expected values
follows: for either position, a DTC is set, the engine will
return to 700 rpm, and the test is complete.
• The ECM monitors the BARO sensor as a base
line for zeroing the IMP and EBP signals.
EGR portion
• With the EGR valve still closed, the ECM
increases engine idle speed to 1000 rpm, and
MAF is allowed to stabilize (MAF is expected to
increase).
EGES-455-1
APP Sensor (Accelerator Pedal Position)
SPN FMI Condition

91 2 APP1 and APP2 signal conflict
91 3 APP1 signal Out of Range HIGH
91 4 APP1 signal Out of Range LOW
521 2 Brake applied while APP applied
521 19 Brake switch circuit fault
2623 3 APP2 signal Out of Range HIGH
2623 4 APP2 signal Out of Range LOW
Figure 147 Function diagram for the APP
The function diagram for the APP includes the Function

following:
The APP sensor is controlled by the operator. The
• Accelerator Pedal Position (APP) Sensor ECM uses this sensor to control engine output based
on the operator’s demand for power.
Sensor Location
Internal Sensor
The APP sensor is installed in the cab on the
• Engine Lamp
accelerator pedal assembly.
EGES-455-1
Tools
• 3-Banana Plug Harness (page 429)
• Breakout Harness 4485A (APP) (page 430)
(page 428)
APP Sensor End Diagnostics

91 2 APP1 and APP2 signal conflict • APP1 and APP2 mis-matched
• Biased sensor or circuit
91 3 APP1 signal Out of Range HIGH • APP1 signal circuit short to PWR
• SIG GND circuit OPEN
• Failed APP sensor
91 4 APP1 signal Out of Range LOW • APP1 signal circuit OPEN or short to GND
• VREF circuit OPEN
• Failed APP sensor
521 2 Brake applied while APP applied • The Operator was applying Accelerator Pedal
and brake pedal at the same time
• APP1 sensor or circuit fault
• Brake Pedal switch or circuit fault
521 19 Brake switch circuit fault • Brake Pedal switch or circuit fault
2623 3 APP2 signal Out of Range HIGH • APP2 signal circuit short to PWR
• Failed sensor
2623 4 APP2 signal Out of Range LOW • APP2 signal circuit OPEN or short to GND
• Failed sensor
EGES-455-1
Figure 148 APP circuit diagram
1. Using EST and ServiceMaxx™ software, open • If code is active, proceed to the next step.
the Continuous Monitor session.
4. Disconnect engine harness from sensor.
2. Verify sensor voltage is within KOEO
NOTE: Inspect connectors for damaged pins,
specification. See “APPENDIX A :
corrosion, or loose pins. Repair if necessary.
PERFORMANCE SPECIFICATIONS”.
5. Connect Breakout Harness 4485A to engine
3. Monitor sensor voltage. Verify an active DTC for
harness. Leave sensor disconnected.
the sensor.
• If code is inactive, monitor the signal
while wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the signal will spike and the
DTC will go active.
EGES-455-1
Sensor Circuit Check

Connect Breakout Harness 4485A to engine harness. Leave sensor disconnected. Turn ignition switch
to ON. Use EST to verify correct DTC goes active when corresponding fault is induced. Use DMM to
measure circuits.
EST – Check DTC SPN 91 FMI If SPN 91 FMI 3 is active, check APP1 signal for short
4 to PWR.
Sensor Disconnected
SPN 2623 If SPN 2623 FMI 3 is active, check APP1 for short to
FMI 4 PWR.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
C to GND If < 4.5 V, check VREF for OPEN or short to GND. Go to
D to GND If < 4.5 V, check VREF for OPEN or short to GND. Go to
EST – Check DTC SPN 91 FMI If SPN 91 FMI 4 is active, check APP1 circuit for OPEN.
3 Go to Harness Resistance check.
Short Pin A to C
SPN 2623
FMI 4
EST – Check DTC SPN 91 FMI If SPN 2623 FMI 4 is active, check APP2 circuit for
4 OPEN. Go to Harness Resistance check.
Short Pin D to F
SPN 2623
FMI 3
DMM – Measure volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
B to B+
DMM – Measure volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
E to B+
If checks are within specification, connect sensor, clear DTC’s, and cycle the pedal a few times. If active
code returns, replace sensor.
EGES-455-1
APP Pin-point Diagnostics

Turn ignition switch to OFF. Disconnect both battery GND cables. Connect 180-Pin Breakout Box and
Breakout Harness 4485A. Leave ECM and sensor disconnected. Use DMM to measure resistance.
A to C-33 <5Ω If > 5 Ω, check APP1 signal circuit for OPEN.
B to C-34 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
C to C-63 <5Ω If > 5 Ω, check VREF-C circuit for OPEN.
D to C-9 <5Ω If > 5 Ω, check VREF-C circuit for OPEN.
E to C-36 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
F to C-48 <5Ω If > 5 Ω, check APP2 signal circuit for OPEN.

Connect 180-Pin Breakout Box and Breakout Harness 4485A between ECM and sensor. Turn ignition
switch to ON. Use DMM to measure voltage and EST to read signal.
Test Point Condition DMM EST Value
APP1 Foot off pedal 1.14 V ± 0.25 V 0%
A to GND or Pedal to floor 4.32 V ± 0.25 V 99.6%
C-33 to GND
APP2 Foot off pedal 0.56 V ± 0.25 V 0%
F to GND or Pedal to floor 2.16 V ± 0.25 V 99.6%
C-48 to GND
EGES-455-1
APP Circuit Operation Fault Detection / Management

The APP contains two position sensors. The two When the ignition switch is on, the ECM continuously
sensors (APP1 and APP2) are integrated into this monitors the APP circuits for expected voltages. It
single component and mounted on the accelerator also compares APP and APP2 signals for conflict. If
pedal. a conflict occurs, the ECM will set a DTC.
The ECM determines accelerator pedal position by Any malfunction of the APP circuits will illuminate
processing input signals from APP1 and APP2. the Warn Engine Lamp (WEL). If the ECM detects
an Out-of-Range signal condition for either APP
APP signal, the ECM will ignore the faulty APP signal. The
ECM will continue to operate using only the properly
The APP is a dual potentiometer sensor supplied with
functioning sensor.
two 5 V VREF circuits. 5V reference is supplied to Pin
C from ECM Pin C-63, and to Pin D from ECM Pin If a disagreement in the state of APP1 and APP2 is
C-9. The sensor is grounded using Pin B from ECM detected, the ECM will allow only a maximum of 50
Pin C-34 and Pin E from ECM Pin C-36. The sensor percent power to be commanded. If APP1 and APP2
returns a variable voltage signal from Pin A (APP1) to signals are both detected as Out of Range, the engine
ECM Pin C-33, and from Pin F (APP2) to ECM Pin will be allowed to operate at low idle only.
C-48.
NOTE: If multiple APP DTC’s are present, verify the
APP part number is correct for the specific vehicle
APP Auto-Calibration
model.
The ECM auto-calibrates the APP signals every time
NOTE: If elevated low idle rpm is experienced after
the ignition switch is turned on. The ECM “learns”
replacing the pedal assembly or APP sensor, and
the lowest and highest pedal positions allowing for
there are no DTCs present, check pedal assembly or
maximum pedal sensitivity. When the switch is turned
APP sensor part numbers for correctness.
off, this information is lost until the next switch cycle
where the process is repeated. No accelerator pedal
adjustment is needed with this feature.
EGES-455-1
ATA Datalink (American Trucking Association)
SPN FMI Condition

None No communication to Electronic Gauge
Cluster (EGC)
Figure 149 Function diagram for ATA
The function diagram for the American Trucking Location

Association (ATA) includes the following:
The ATA circuits are connected to the ECM, EGC, and
• Engine Control Module (ECM) Diagnostic Connector. The Diagnostic Connector is
with Barometric Absolute Pressure (BARO) located under the dash on the driver’s side.
Internal Sensor
Tools
• Electronic Gauge Cluster (EGC)
• Diagnostic Connector ServiceMaxx™ software (page 428)
Function
The ATA datalink provides communication between
the ECM and an ATA compatible EGC. The EST tool • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
can access this datalink at the Diagnostic Connector.
(page 428)
EGES-455-1
ATA Pin-point Diagnostics

None No communication with EST • B+ circuit OPEN or shorted to GND
• GND circuit OPEN
• ATA circuits OPEN or shorted to PWR or GND
Figure 150 ATA circuit diagram
Connector Voltage Check - EST

Turn ignition switch to ON. Use DMM to measure voltage.
B to GND B+ If < B+, check B+ circuit to Diagnostic Connector for OPEN or short to
GND, or blown fuse.
B to A B+ If < B+, check GND circuit to Diagnostic Connector for OPEN.
F to GND 1 V to 4 V The sum of F to GND and G to GND should equal 4 V to 5 V.
G to GND 1 V to 4 V The sum of G to GND and F to GND should equal 4 V to 5 V.
See truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide for
EGC diagnostic information.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM disconnected.
F to C-25 <5Ω If > 5 Ω, check ATAH for OPEN in circuit
F to GND > 1 kΩ If < 1 kΩ, check ATAH for short to GND
G to C-10 <5Ω If > 5 Ω, check ATAL for OPEN in circuit
G to GND > 1 kΩ If < 1 kΩ, check ATAL for short to GND
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit
EGES-455-1
ATA Operation • Speedometer

• Tachometer (TACH)
Diagnostic Connector
• Odometer / Hourmeter
The fuse protected B+ signal is supplied to the
Diagnostic Connector through Pin B, and GND • Change oil message
is through Pin A. American Trucking Association
• Oil pressure gauge
High (ATAH) signal runs from ECM Pin C-25 and
Diagnostic Connector Pin F. American Trucking • Engine Oil Temperature (EOT) gauge
Association Low (ATAL) signal runs from ECM Pin
• Engine Coolant Temperature (ECT) gauge
C-10 and Diagnostic Connector Pin G.
Fault Detection / Management
EGC
There are no engine DTC’s for ATA communication
There are two types of EGC modules, one uses
faults. See truck Truck Chassis Electrical
J1939 Data Link communication and the other uses
Circuit Diagram Manual and Electrical System
ATA communication. The following information is
Troubleshooting Guide.
sent through data communication:
• Engine lamp (red) Repair Information
• Engine lamp The ATA circuits use a twisted wire pair. All repairs
must maintain one complete twist per inch along the
• Coolant level lamp
entire length of the circuit. This circuit is polarized,
• Wait to start lamp one positive and one negative. Reversing the polarity
of this circuit will disrupt communication.
• Water In Fuel (WIF) lamp
EGES-455-1
CCS (Cruise Control System)
SPN FMI Condition

596 19 Cruise Control Enable Switch not detected
on J1939
Figure 151 Function diagram for CCS
The function diagram for the CCS includes the • Park Brake Switch
following:
• Vehicle Speed Sensor (VSS)
• Cruise Lamp
Internal Sensor
Function
• Body Controller (BC)
CCS is a function of the ECM. With the use of the
• Multiplex System Module (MSM) cruise control switches, the operator is able to set,
resume, accelerate, or coast to any desired vehicle
• Cruise Control Switches
speed within range of the system.
• Accelerator Pedal Position (APP)
The ECM continuously monitors the clutch, brake and
• Brake Switch accelerator pedals before cruise can be activated, and
is used to deactivate after cruise speed has been set.
• Transmission Driveline Engaged (TDE)
EGES-455-1
Location
The cruise control switches are wired to the BC. The
switch state is communicated to the ECM through the
J1939 Data Link Network.
Tools
CCS Pin-point Diagnostics

596 19 Cruise Control Enable Switch not • Cruise Control switch or circuit fault
detected on J1939
• See BCM for troubleshooting switch
Programmable Parameters
Verify Cruise Control Programming. Using ServiceMaxx™ software, open the Programming session le and
verify that all Parameters are set correctly.
Cruse Control Enabled If Disabled, change control to Enabled
Mode
EGES-455-1
Switch Checks
Turn ignition switch to ON. Connect the EST to the Diagnostic Connector. Open the CCS session to
monitor signals.
NOTE:
• If signals not within speci cation, diagnose switch interface with BC or MSN module. See Chassis
Electrical Circuit Diagnostic Manual and Electrical System Troubleshooting Guides.
• If within speci cation, go to next test point.
Brake Switch Normal state = See Note
Released
Depressed = Applied
Park Brake Normal state = OFF See Note
Depressed = ON
Cruise On/Off Unlatched = OFF See Note
Latched = ON
Cruise Set Normal state = OFF See Note
Depressed = ON
Cruise Normal state = OFF See Note
Resume/Accel
Depressed = ON
If all switches are within specifications, go to road test.
EGES-455-1
CKP Sensor (Crankshaft Position)
SPN FMI Condition

637 8 CKP incorrect signal signature
637 10 CKP signal inactive
Figure 152 Function diagram for the CKP sensor
The function diagram for the CKP sensor includes the Sensor Location
following:
The CKP sensor is installed in the top-left side of the
• Engine Control Module (ECM) flywheel housing.
Tools
Internal Sensor
• Crankshaft Position (CKP) Sensor
• Fuel Injector (INJ)
• Engine Lamp
Function • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
The CKP sensor provides the ECM with a crankshaft • Breakout Harness 4950 (CKP) (page 433)
speed and position signal. The ECM uses this signal
with the CMP signal to calculate engine speed and
(page 428)
crankshaft position.
EGES-455-1
CKP Pin-point Diagnostics

637 8 CKP incorrect signal signature • CKP sensor or circuit fault
637 10 CKP signal inactive • CKP sensor or circuit fault
Figure 153 CKP circuit diagram
Sensor and Circuit Resistance Check

Turn ignition switch to OFF. Disconnect ECM. Connect 180-Pin Breakout Box. Use DMM to measure
resistance.
E-25 to E-41 800 Ω to 1 kΩ If < 800 Ω, check for failed sensor. Go to Harness Resistance Check.
If > 1 kΩ, check for OPEN circuit or failed sensor. Go to Harness
Resistance Check.

Turn ignition switch to OFF. Leave ECM disconnected. Disconnect engine harness from sensor. Use
E-25 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
E-25 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
EGES-455-1

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
Operational Checks
Connect 180-Pin Breakout Box between ECM and sensor. Set DMM to AC Volts-Hz and measure frequency.
Test Point Condition Spec
E-41 to E-25 Engine crank 100 Hz to 250 Hz @ 100 rpm to 250 rpm
Low idle 5.50 Hz to 6.50 Hz @ 650 rpm to 700 rpm
High idle 2600 Hz to 2750 Hz @ 2700 rpm
CKP Circuit Operation By comparing the CKP signal with the CMP signal, the
ECM calculates engine rpm and timing. Diagnostic
The CKP sensor contains a permanent magnet that
information on the CKP input signal is obtained by
creates a magnetic field. The signal is created when
performing accuracy checks on frequency and duty
the timing disk rotates and breaks the magnetic field
cycle with software strategies.
created by the sensor. The ECM pins for the CKP
sensor are CKPL E-25 and CKPH E-41. NOTE: The engine will not operate without a CKP
signal.
As the crankshaft turns, the CKP sensor detects a 60
tooth timing disk on the crankshaft. Teeth 59 and 60
Fault / Detection Management
are missing.
During engine cranking, the ECM monitors the CMP
The sensor produces pulses for each tooth edge
signal and ICP to verify the engine is rotating. If the
that passes it. Crankshaft speed is derived from the
CKP signal is inactive during this time, a DTC will be
frequency of the CKP sensor signal. The crankshaft
set. Electrical noise can also be detected by the ECM.
position is determined by synchronizing the SYNC
If the level is sufficient to effect engine operation, a
tooth with the SYNC gap signals from the target
corresponding DTC will be set. An inactive CKP signal
disk. From the CKP signal frequency, the ECM can
will cause a no start condition.
calculate engine rpm.
EGES-455-1
CMP Sensor (Camshaft Position)
SPN FMI Condition

636 2 CMP and CKP Synchronization Error
636 7 CMP to CKP incorrect reference
Figure 154 Function diagram for the CMP sensor
The function diagram for the CMP sensor includes the Sensor Location
following:
The CMP sensor is installed in the front cover, above
• Engine Control Module (ECM) and to the right of the water pump pulley.
Tools
Internal Sensor
• Camshaft Position (CMP) Sensor
• Engine Lamp
The CMP sensor provides the ECM with a camshaft • Breakout Harness 4951 (CMP) (page 433)
speed and position signal. The ECM uses this
signal with the CKP signal to monitor crankshaft and
(page 428)
camshaft positions.
EGES-455-1
CMP Pin-point Diagnostics

636 2 CMP and CKP Synchronization Error • CMP sensor or circuit fault
• Camshaft and Crankshaft out of time
636 7 CMP to CKP incorrect reference • CMP sensor or circuit fault
• Camshaft and Crankshaft out of time
Figure 155 CMP circuit diagram
Sensor and Circuit Resistance Check

Turn ignition switch to OFF. Disconnect ECM. Connect 180-Pin Breakout Box. Use DMM to measure
resistance.
E-24 to E-42 300 Ω to 400 Ω If < 300 Ω, check for failed sensor. Go to Harness Resistance Check.
If > 400 Ω, check for OPEN circuit or failed sensor. Go to Harness
Resistance Check.
EGES-455-1

Turn ignition switch to OFF. Disconnect engine harness from sensor. Leave ECM disconnected. Use
If SPN 636 FMI 2 was set, remove CKP and CMP sensors and inspect for metal debris. Verify camshaft and
crankshaft are synchronized.
Operational Checks
Connect 180-Pin Breakout Box between ECM and sensor. Use DMM set to AC volts – RPM2.
Test Point Condition Spec
E-42 to E-24 Engine crank 100 rpm to 250 rpm
Low idle 650 rpm to 700 rpm
High idle 2700 rpm
CMP Circuit Operation NOTE: The engine will not operate without a CMP
signal.
The CMP sensor provides the ECM with a signal that
indicates camshaft speed and position.
Fault / Detection Management
The CMP sensor contains a permanent magnet
During engine cranking, the ECM monitors the CKP
that creates a magnetic field. The signal is created
signal to verify the camshaft is rotating. If the CMP
when a peg on the camshaft disk rotates and breaks
signal is inactive during this time, a DTC will be set.
the magnetic field. As the cam rotates, the sensor
Electrical noise can also be detected by the ECM.
identifies camshaft position. The ECM pins for the
If the level is sufficient to effect engine operation,
CMP sensor are CMPL E-24 and CMPH E-42.
a corresponding DTC will be set. An inactive CMP
By comparing the CMP signal with the CKP signal, the signal will cause a no start condition.
ECM calculates engine rpm and timing. Diagnostic
information on the CMP input signal is obtained by
performing accuracy checks on frequency and duty
cycle with software strategies.
EGES-455-1
Cylinder Balance
SPN FMI Condition

3387 - 3392 20 Cyl (#) Balance maximum limit exceeded
3387 - 3392 21 Cyl (#) Balance below minimum limit
Figure 156 Function diagram for the Cylinder Balance
Cylinder Balance Operation ECM uses the instantaneous engine speed near
Top Dead Center (TDC) for each cylinder as an
Many factors influence the combustion process in
indication of that cylinder’s power contribution. The
a power cylinder. This can affect the production of
ECM computes a nominal instantaneous engine
torque or horsepower from that cylinder. Some of
speed value based on all cylinders. The nominal
the factors include piston and cylinder geometry,
value would be the expected value from all cylinders
injector performance, and Injection Control Pressure.
if the engine is balanced. By knowing the error
Variations in these factors can cause unevenness in
quantities, the ECM can add or subtract fuel from a
torque and horsepower from one cylinder to the next.
particular cylinder. The control strategy attempts to
Power cylinder unevenness also causes increased
correct the cylinder imbalance by using fuel quantity
engine noise and vibration, especially at low idle
compensation through adjustments of the pulse
conditions. This is also referred to as rough idle.
width values for each fuel injector. This method of
The ECM uses a Cylinder Balance control strategy compensation is repeated until all error quantities are
to even the power contribution of the cylinders, close to zero, causing all cylinders to contribute the
particularly at low idle conditions. This strategy same amount.
incorporates information from the CKP system. The
EGES-455-1
Cylinder Balance Diagnostics

3387–3392 20 Cyl (#) Balance maximum limit exceeded • Low Fuel Pressure
3387–3392 21 Cyl (#) Balance below minimum limit • Aerated fuel
• Contaminated fuel
• Base engine compression
imbalance
• Failed injector (Mechanical)
EGES-455-1
SPN 3387 - 3392 FMI 20 – Cylinder (#) balance maximum limit exceeded
SPN 3387 - 3392 FMI 21 – Cylinder (#) balance below minimum limit
The ECM continuously calculates the balance of each cylinder during normal engine operation. If a cylinder
is over - or under - performing, a cylinder balance DTC will set.
Pin-point Cylinder Balance Fault
1. Visually inspect engine for damaged or disconnected components.
• Check all fluid levels.
• Check engine and control system for electrical or mechanical damage.
2. Check for other active DTC’s.
• If injector circuit faults SPN 651 through 656 are set, go to Injector circuit diagnostic.
3. Check fuel pressure, fuel aeration, and possible fuel contamination.
Note: These checks can be verified quickly by using the Fuel Pressure Test Gauge with shutoff
valve. See Fuel Pressure and Aeration test in the “HARD START AND NO START DIAGNOSTICS”
4. Check ICP voltage at switch ON, engine OFF.
• Using ServiceMaxx™ software, open the Continuous Monitor session and verify S_ICP Volt is
within KOEO specification.
• If not within specification, see ICP sensor in the “ELECTRONIC CONTROL SYSTEMS
5. Inspect EGR valve. Verify valve is not stuck open.
• Using ServiceMaxx™ software, run KOEO Output State High and Low Test while monitoring
the signal state. Verify EGR valve is working within Specification. See “APPENDIX A:
PERFORMANCE SPECIFICATIONS”.
6. Run Relative Compression Test to verify if cylinder imbalance is mechanical problem and not
an injector problem.
• Check crankcase pressure.
• Check valve lash and brake lash. See Engine Service Manual.
7. Run Cylinder Cutout Test to verify which cylinder is not contributing.
• If a cylinder fails the Relative Compression Test, the problem is not a bad injector, but is a
cylinder compression failure. Diagnose the mechanical failure.
Note: Only replace an injector if the following checks were made without finding a problem.
• Water In Fuel
• Aerated Fuel
• Fuel Pressure
• EGR Valve Stuck Open
• Injector Electrical Faults
• Relative Compression
EGES-455-1
DOCIT Sensor (Diesel Oxidation Catalyst Inlet

Temperature)
SPN FMI Condition

4765 2 DOCIT signal does not agree with other exhaust
sensors
4765 3 DOCIT signal Out of Range HIGH
4765 4 DOCIT signal Out of Range LOW
4765 7 DOCIT not increasing with engine temp
Figure 157 Function diagram for the DOCIT sensor
EGES-455-1
The function diagram for the DOCIT sensor includes Sensor Location
the following:
The DOCIT sensor is the first exhaust temperature
• Engine Control Module (ECM) sensor installed down stream of the turbocharger and
with Barometric Absolute Pressure (BARO) just before the DOC.
Internal Sensor
Tools
• DOC Inlet Temperature (DOCIT) Sensor
• Exhaust Gas Recirculation (EGR) Valve ServiceMaxx™ software (page 428)
• Engine Throttle Valve (ETV) • NAVCoM or NAVLink Interface Kit (page 429)
• Fuel Injector (INJ) • Digital Multimeter (DMM) (page 427)
• Engine Lamps • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
Function
• Breakout Harness 4760A (DOCIT) (page 431)
The DOCIT sensor provides a feedback signal
to the ECM indicating Diesel Oxidation Catalyst • International® Electronic Engine Terminal Test Kit
inlet temperature. Before and during a catalyst (page 428)
regeneration, the ECM will monitor this sensor along
with the DPFIT, DPFOT, DPFDP, EGRP, and ETVP.
EGES-455-1
DOCIT Sensor End Diagnostics

4765 2 DOCIT signal does not agree with other • DOCIT biased sensor or circuit
exhaust sensors
4765 3 DOCIT signal out of range HIGH • DOCIT signal circuit OPEN or short to
PWR
• Failed DPFOT sensor
4765 4 DOCIT signal out of range LOW • DOCIT signal circuit short to GND
4765 7 DOCIT temp not increasing with engine temp • Biased DPFOT sensor or circuit
Figure 158 DOCIT circuit diagram
SPN 4765 FMI 2 - DOCIT signal does not agree with other exhaust sensors
Cold Soak Sensor Compare Check
Temperature values need to be measured after four hours cold soak.
2. Using ServiceMaxx™ software, open the Continuous Monitor session.
3. Compare DOC Inlet Temp, DPF Inlet Temp and DPF Outlet Temp. All sensors should be within
10 °C (50 °F) of each other.
• If DOCIT is above or below of the other sensors, check for poor circuitry going to the DOCIT
sensor.
• If the circuits are acceptable, replace the failed DOCIT sensor.
EGES-455-1
SPN 4765 FMI 7 - DOCIT not increasing with engine temperature

Temperature values need to be measured after four hours of cold soak.
3. Compare DOC Inlet Temp, DPF Inlet Temp, and DPF Outlet Temp. All sensors should be within
• If DOCIT is above or below the other sensors, check for poor circuitry going to the DOCIT sensor.
• If the circuits are okay, then replace the failed DOCIT sensor.
• If code is active, proceed to the next step.

3. Disconnect chassis harness from sensor.
engine surfaces. NOTE: Inspect connectors for damaged pins,
1. Using EST with ServiceMaxx™ software, open
the Continuous Monitor Session. 4. Connect Breakout Harness 4760A to chassis
the sensor.
DTC will go active.
EGES-455-1

Connect Breakout Harness 4760A. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
verify that correct DTC goes active when corresponding fault is induced.
EST - Check DTC SPN 4765 If SPN 4765 FMI 4 is active, check DOCIT signal for short
FMI 3 to GND. Go to Harness Resistance Check.
EST - Check DTC SPN 4765 If SPN 4765 FMI 3 is active, check DOCIT signal for
FMI 4 OPEN. Go to Harness Resistance Check.
across 2 and GND
EST - Check DTC SPN 4765 If SPN 4765 FMI 3 is active, check SIG GND for OPEN.
FMI 4 Go to Harness Resistance Check.
across 1 and 2
DOCIT Pin-point Diagnostics

Connect Breakout Harness 4760A. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
1 to B+ B+ If < B+, check for SIG GND for OPEN circuit.
2 to GND ±5V If < 4.5 V, check for OPEN or short to GND. Go to Harness Resistance
Check.

Turn ignition switch to OFF. Disconnect ECM. Leave sensor disconnected. Connect 180-Pin Breakout Box
and Breakout Harness 4760A. Use DMM to measure resistance.
1 to C-37 <5Ω If > 5 Ω, check for OPEN circuit.
DOCIT Circuit Operation C-37. As temperature increases, the resistance of the

thermistor increases. This causes the signal voltage
The DOCIT is a thermistor sensor supplied with a 5
to increase.
V VREF at sensor connector Pin 2, from ECM Pin
C-8. The sensor is grounded at Pin 1 from ECM Pin
EGES-455-1
DPFDP Sensor (Diesel Particulate Filter Differential

Pressure)
SPN FMI Condition

3251 3 DPFDP signal Out of Range HIGH
3251 4 DPFDP signal Out of Range LOW
3251 10 DPFDP signal abnormal rate of change
Figure 159 Function diagram for the DPFDP sensor
EGES-455-1
The function diagram for the DPFDP sensor includes Sensor Location
the following:
The DPFDP sensor is a differential pressure sensor
• Engine Control Module (ECM) with two tap-offs installed past the turbocharger. A
with Barometric Absolute Pressure (BARO) tap-off is located before and after the DPF.
Internal Sensor
Tools
• Exhaust Gas Recirculation (EGR) ServiceMaxx™ software (page 428)
• Regeneration Lamp • 3-Banana Plug Harness (page 429)
• Breakout Harness 4761A (DPFDP) (page 431)
Function
The DPFDP sensor provides a feedback signal to
(page 428)
the ECM, indicating the pressure difference between
the inlet and outlet of the Diesel Particulate Filter.
Before and during a catalyst regeneration, the ECM
will monitor this sensor along with the DOCIT, DPFIT,
DPFOT, EGRP, and ETVP.
EGES-455-1
DPFDP Sensor End Diagnostics

3251 3 DPFDP signal out-of-range HIGH • DPFDP signal circuit short to PWR
• Failed DPFDP sensor
3251 4 DPFDP signal out-of-range LOW • Reversed DPFDP sensor hoses
• DPFDP signal circuit OPEN or short to GND
• Failed DPFDP sensor
3251 10 DPFDP signal abnormal rate of change • DPFDP sensor tubes restricted or open
• Biased DPFDP circuit or sensor
SPN 3251 FMI 21 - DPFDP excessively LOW (Sensor/circuit fault or missing DPF)
SPN 3251 FMI 21 sets when the measured DPF differential pressure is less than a minimum value for a
certain exhaust flow rate.
1. Inspect exhaust and DPFDP sensor for damage. Check for leaks in exhaust or DPFDP sensor hose.
Check that DPFDP sensor hoses are not reversed.
2. Check DPFDP sensor for circuit faults or failed sensor.
3. Check for damaged DPF. Remove and inspect for cracks that could allow exhaust gas to bypass the
filter.
Figure 160 DPFDP circuit diagram
EGES-455-1
SPN 3251 FMI 2 - DPFDP above or below desired level

1. Verify DPFDP sensor hoses are not disconnected, are leaking or plumbed backwards.
4. Verify S_DPFDP Volts are within specification. See “APPENDIX A: PERFORMANCE
SPECIFICATIONS” in this manual.
• If voltage is not within specification, check circuitry for poor continuity. If circuits are okay,
replace DPFDP sensor.
SPN 3251 FMI 10 - DPFDP signal abnormal rate of change

1. Verify DPFDP sensor hoses are not disconnected, leaking or plumb backwards.
2. Turn switch ON, engine OFF
SPN 3251 FMI 21 - DPFDP excessively LOW (Sensor/circuit fault or missing DPF)
1. Verify DPFDP sensor hoses are not disconnected, leaking or plumb backwards.
EGES-455-1

engine surfaces.
NOTE: For FMI 4 or 10, verify sensor pressure hoses
are not restricted, reversed, or disconnected.
the sensor.
at suspected locations. If the circuit is
DTC will go active.
4. Connect Breakout Harness 4761A to chassis

verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
EST - Check DTC SPN 3251 If SPN 3251 FMI 3 is active, check DPFDP signal for
FMI 4 short to PWR.
DMM - Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
3 to GND If < 4.5 V, check VREF for OPEN or short to GND. Go to
EST - Check DTC SPN 3251 If SPN 3251 FMI 4 is active, check DPFDP signal for
and 3
DMM - Measure Volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to B+
EGES-455-1
DPFDP Pin-point Diagnostics

Connect Breakout Harness 4761A . Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
1 to B+ B+ If < B+, check for short to PWR. Go to Harness Resistance Check.
3 to GND 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Go to Harness
Resistance Check.

and Breakout Harness 4761A . Use DMM to measure resistance.
1 to C-37 <5Ω If > 5 Ω, check SIG GND circuit for OPEN
2 to C-19 <5Ω If > 5 Ω, check DPFDP signal circuit for OPEN
3 to C-51 <5Ω If > 5 Ω, check VREF circuit for OPEN
DPFDP Circuit Operation The sensor is grounded at Pin 1 from ECM Pin C-37.
The sensor returns a variable voltage signal from Pin
The DPFDP is a differential pressure sensor that is
2 to ECM Pin C-19.
supplied with a 5 V VREF at Pin 3 from ECM Pin C-51.
EGES-455-1
DPFIT Sensor (Diesel Particulate Filter Inlet

Temperature)
SPN FMI Condition

3242 2 DPFIT signal does not agree with other exhaust sensors
3242 3 DPFIT signal Out of Range HIGH
3242 4 DPFIT signal Out of Range LOW
3242 7 DPFIT not increasing with engine temp
Figure 161 Function diagram for the DPFIT sensor
EGES-455-1
The function diagram for the DPFIT sensor includes Sensor Location
the following:
The DPFIT sensor is the second exhaust temperature
• Engine Control Module (ECM) sensor installed down stream of the turbocharger. It
with Barometric Absolute Pressure (BARO) is located between the DOC and the DPF.
Internal Sensor
Tools
• Regeneration Lamp • 3-Banana Plug Harness (page 429)
• Breakout Harness 4760A (DPFIT) (page 431)
Function
The DPFIT sensor provides a feedback signal
(page 428)
to the ECM, indicating Diesel Particulate Filter
inlet temperature. Before and during a catalyst
with the DOCIT, DPFOT, DPFDP, EGRP, and ETVP.
EGES-455-1
DPFIT Sensor End Diagnostics

3242 2 DPFIT signal does not agree with other exhaust • Biased DPFIT circuit or sensor
sensors
3242 3 DPFIT signal out-of-range HIGH • DPFIT signal OPEN or short to PWR
• Failed DPFIT sensor
3242 4 DPFIT signal out-of-range LOW • DPFIT signal circuit short to GND
• Failed DPFIT sensor
3242 7 DPFIT not increasing with engine temp • Biased DPFIT sensor or circuit
Figure 162 DPFIT circuit diagram
SPN 3242 FMI 2 - DPFIT signal does not agree with other exhaust sensors
3. Compare DPF Inlet Temp, DOC Inlet Temp and DPF Outlet Temp. All sensors should be within
• If DPFIT is above or below of the other sensors. Check for poor circuitry going to the DPFIT
sensor.
• If the circuits are okay, then replace the failed DPFIT sensor.
EGES-455-1

engine surfaces.
the Continuous Monitor Session.
the sensor.
DTC will go active.
4. Connect Breakout Harness 4760A to chassis

EST - Check DTC SPN 3242 If SPN 3242 FMI 4 is active, check DPFIT signal for short
EST - Check DTC SPN 3242 If SPN 3242 FMI 3 is active, check DPFIT signal for
Short 3-Banana plug harness
across 2 and GND
across 1 and 2
EGES-455-1
DPFIT Pin-point Diagnostics

measure voltage.
1 to B+ B+ If < B+, check for short to PWR.
2 to GND 5V If < 5 V, check for OPEN or short to GND. Go to Harness Resistance Check.

DPFIT Circuit Operation As temperature increases, the resistance of the

thermistor decreases. This causes the signal voltage
The DPFIT is a thermistor sensor supplied with
to increase.
a 5 V VREF at Pin 2 from ECM Pin C-17. The
sensor is grounded at Pin 1 from ECM Pin C-37.
EGES-455-1
DPFOT Sensor (Diesel Particulate Filter Outlet

Temperature)
SPN FMI Condition

3246 2 DPFOT signal does not agree with other exhaust sensors
3246 3 DPFOT signal Out of Range HIGH
3246 4 DPFOT signal Out of Range LOW
3246 7 DPFOT not warming along with engine
Figure 163 Function diagram for the DPFOT Sensor
EGES-455-1
The function diagram for the DPFOT sensor includes Sensor Location
the following:
The DPFOT sensor is the third exhaust temperature
• Engine Control Module (ECM) sensor installed down stream of the turbocharger. It
with Barometric Absolute Pressure (BARO) is located just after the DPF.
Internal Sensor
Tools
• DPF Outlet Temperature (DPFOT) Sensor
Function
• Breakout Harness 4760A (DPFOT) (page 431)
The DPFOT sensor provides a feedback signal
to the ECM, indicating Diesel Particulate Filter • International® Electronic Engine Terminal Test Kit
outlet temperature. Before and during a catalyst (page 428)
with the DOCIT, DPFIT, DPFDP, EGRP, and ETV.
EGES-455-1
DPFOT Sensor End Diagnostics

3246 2 DPFOT signal does not agree with other • Biased DPFOT sensor or circuit
exhaust sensors
3246 3 DPFOT signal Out of Range HIGH • DPFOT signal circuit OPEN or short
to PWR
3246 4 DPFOT signal Out of Range LOW • DPFOT signal circuit short to GND
3246 7 DPFOT not warming along with engine • Biased DPFOT circuit or sensor
Figure 164 DPFOT circuit diagram
SPN 3246 FMI 2 - DPFOT signal does not agree with other exhaust sensors
3. Compare DPF Outlet Temp, DOC Inlet Temp, and DPF Inlet Temp. All sensors should be within
• If DPFOT is above or below of the other sensors. Check for poor circuitry going to the DPFOT
sensor.
• If the circuits are okay, then replace the failed DPFOT sensor.
EGES-455-1
SPN 3246 FMI 7 - DPFOT not warming along with engine

3. Compare DPF Outlet Temp, DOC Inlet Temp, and DPF Inlet Temp. All sensors should be within
• If DPFOT is above or below of the other sensors. Check for poor circuitry going to the DPFOT
sensor.
• If the circuits are okay, then replace the failed DPFOT sensor.

the Continuous Monitor Session. 4. Connect Breakout Harness 4760A to chassis
the sensor.
DTC will go active.
EGES-455-1

EST - Check DTC SPN 3246 If SPN 3246 FMI 4 is active, check DPFOT signal for
FMI 3 short to GND. Go to Harness Resistance Check.
EST - Check DTC SPN 3246 If SPN 3246 FMI 3 is active, check DPFOT signal for
across 2 and GND
across 1 and 2
DPFOT Pin-point Diagnostics

measure voltage.
2 to GND ±5V If < 4.5 V, check for OPEN or short to GND. Go to Harness Resistance
Check.

DPFOT Circuit Operation As temperature increases, the resistance of the

thermistor increases. This causes the signal voltage
The DPFOT is a thermistor sensor that is supplied
to increase.
with a 5 V VREF at Pin 2 from ECM Pin C-67. The
sensor is grounded at Pin 1 from ECM Pin C-37.
EGES-455-1
EBP Sensor (Exhaust Back Pressure)
SPN FMI Condition

1209 1 EBP below desired level
1209 2 EBP signal does not agree with other
sensors at KOEO
1209 3 EBP signal Out of Range HIGH
1209 4 EBP signal Out of Range LOW
Figure 165 Function diagram for the EBP sensor
The function diagram for the EBP sensor includes the Sensor Location
following:
The EBP sensor is installed in a tube connected to the
• Exhaust Back Pressure (EBP) Sensor exhaust manifold at the top right rear of the engine.
• Engine Control Module (ECM) Tools
Internal Sensor
• Exhaust Gas Recirculation (EGR) Valve
• Engine Lamp
The EBP sensor measures exhaust back pressure • 3-Banana Plug Harness (page 429)
that allows the ECM to control the EGR system.
• Breakout Harness 4850 (EBP) (page 432)
(page 428)
EGES-455-1
EBP Sensor End Diagnostics

1209 1 EBP below desired level • Biased EBP sensor or circuit
• Failed Turbocharger
1209 2 EBP signal does not agree with other • Biased EBP sensor or circuit
sensors at KOEO
1209 3 EBP signal Out of Range HIGH • EBP signal circuit OPEN or short to PWR
• Failed EBP sensor
1209 4 EBP signal Out of Range LOW • EBP signal circuit short to GND
• Failed EBP sensor
Figure 166 EBP circuit diagram
SPN 1209 FMI 2 - EBP signal does not agree with other sensors at KOEO
Check for Biased sensor or circuit
3. Verify S_EBP Volts are within specification. See “APPENDIX A: PERFORMANCE
replace EBP sensor.
EGES-455-1

engine surfaces.
the sensor.
DTC will go active.
4. Connect breakout harness to engine harness.

Connect Breakout Harness 4850 to engine harness. Leave sensor disconnected. Turn ignition switch
to ON. Use EST to verify correct DTC goes active when corresponding fault is induced. Use DMM to
measure circuits.
EST – Check DTC SPN 1209 If SPN 1209 FMI 3 is active, check EBP signal for short
FMI 4 to PWR.
EST – Check DTC SPN 1209 If SPN 1209 FMI 4 is active, check EBP signal for OPEN
FMI 3 or short to GND. Go to Harness Resistance Check.
and 3
DMM – Measure Volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to B+
EGES-455-1
EBP Pin-point Diagnostics

Connect Breakout Harness 4850. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Resistance Check.

Turn ignition switch to OFF. Disconnect ECM. Leave sensor disconnected. Connect 180–Pin Breakout Box
and Breakout Harness 4850. Use DMM to measure resistance.
1 to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN.
3 to E-20 <5Ω If > 5 Ω, check EBP signal circuit for OPEN.
EBP Circuit Operation The ECM continuously monitors the control system.
If the sensor signal is higher or lower than expected,
The EBP sensor is a variable capacitance sensor
the ECM disregards the sensor signal and uses a
supplied with a 5 V reference voltage at Pin 2 from
calibrated default value. The ECM will set a DTC, turn
ECM Pin E-35. The sensor is grounded at Pin 1 from
on the warning lamp, and run the engine in a default
ECM Pin E-28. The sensor returns a variable voltage
range.
signal from Pin 3 to ECM Pin E-20.

The ECM monitors the BARO sensor as a baseline for
zeroing the MAP and EBP signals.
EGES-455-1
EBPV (Exhaust Back Pressure Valve)
SPN FMI Condition

5541 1 TC1TOP pressure below minimum
5541 3 TC1TOP signal Out of Range HIGH
5541 4 TC1TOP signal Out of Range LOW
5543 3 EBPC short to PWR
5543 4 EBPC short to GND
5543 5 EBPC open load/circuit
Figure 167 Function diagram for the EBPV
The function diagram for the EBPV includes the Location

following:
The EBPV is installed in the exhaust pipe.
Tools
Internal Sensor • Electronic Service Tool (EST) with
• Exhaust Back Pressure Valve (EBPV)
• Intake Manifold Pressure (IMP) Sensor
Function
The ECM commands the EBPV to control the Exhaust (page 428)
Brake.
EGES-455-1
EBPV Pin-point Diagnostics

5541 1 TC1TOP pressure below minimum • Failed Exhaust Back Pressure valve (Stuck open)
5541 3 TC1TOP signal Out of Range HIGH • TC1TOP signal circuit OPEN or short to PWR
• Failed TC1TOP sensor
5541 4 TC1TOP signal Out of Range LOW • TC1TOP signal circuit short to GND
• Failed TC1TOP sensor
5543 3 EBPC short to PWR • EBPC circuit short to PWR
• Failed EBPC valve
5543 4 EBPC short to GND • EBPC circuit short to GND
5543 5 EBPC open load/circuit • EBPC circuit OPEN
Figure 168 EBPV circuit diagram
Voltage Check at EBPV Connector – Output State Test

Disconnect EBPV 6-pin connector. Turn ignition switch to ON. Use DMM to measure voltage.
1 to B+ B+ If < B+, check SIG GND for OPEN circuit, see Harness
Resistance Check.
3 to B+ B+ If < B+, Check ACT GND for OPEN circuit, go to Harness
Resistance Check.
EGES-455-1
Voltage Check at EBPV Connector – Output State Test (cont.)

2 to GND 5 V ± .5 V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND, go to
5 to B+ B+ If < B+, Check TC2TOP for OPEN circuit, go to Harness
Resistance Check.
6 to GND 2.4 V ± 0.5 V If < 1.9 V, Check EBPV for OPEN circuit, go to Harness
Resistance Check.

NOTE: The KOEO Output State Test does not cycle the EBPV. However, the EBPV is cycled 3 times every
time the engine is shut down. Validate this control by running the engine and shutting it down.
Connect Breakout Harness 4834 between engine harness and EBPV connector. Start engine. Turn engine
OFF while using DMM to measure voltage.
Test Point Test Spec Comment – < Less than, > Greater than
6 to GND Commanded ON > 7.0 V If < 7.0 V, check EBPV circuit for OPEN
or short to GND.
Turn ignition switch to ON, engine OFF.
6 to GND Commanded OFF < 0.5 V If > 0.5 V, check EBPV circuit for OPEN
or failed EBPV.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM and EBPV disconnected.
1 to E-28 <5Ω If > 5 Ω, check SIG GND for OPEN circuit.
2 to E-35 <5Ω If > 5 Ω, check VREF for OPEN circuit.
3 to GND <5Ω If > 5 Ω, check ACT GND for OPEN circuit.
5 to E-45 <5Ω If > 5 Ω, check TC2TOP for OPEN circuit.
6 to E-56 <5Ω If > 5 Ω, check EBPV for OPEN circuit.
EBPV Circuit Operation Fault Detection/Management

The EBPV is controlled by the ECM. It is supplied with The ECM monitors the internal BARO sensor as a
a 5 V reference voltage at Pin 2 from ECM Pin E-35. base line for zeroing the IMP and EBPV signals. An
It is grounded at Pin 1 from ECM Pin E-28 and at Pin OPEN or short to ground in the EBPV can be detected
3, through Pin 23 of the 24-Pin Engine/IP connector to by the ECM during an on-demand engine standard
ECM Pins C-2, 4, and 6. It returns a variable voltage test.
signal proportional to the measured pressure from Pin
5 to ECM Pin E-45, and Pin 6 to ECM Pin E-56.
EGES-455-1
ECB Valve (Engine Compression Brake)
SPN FMI Condition

4287 0 ECBP above desired level
4287 1 ECBP below desired level
4287 3 ECBP signal Out of Range HIGH
4287 4 ECBP signal Out of Range LOW
Figure 169 Function diagram for the ECB
The function diagram for the ECB includes the Function

following:
The ECB valve works in conjunction with the ICP
• Engine Control Module (ECM) system to keep the exhaust valves partially open
with Barometric Absolute Pressure (BARO) during engine braking.
Internal Sensor
The ECB valve controls pressure entering the brake
• Engine Compression Brake Pressure (ECBP) oil gallery from the high-pressure oil rail gallery. This
Sensor activates the brake actuator pistons and opens the
exhaust valves.
• Accelerator Position (APP) Sensor
• Brake Switch Valve Location
• Engine Compression Brake (ECB) Valve The ECB valve is installed in the center of the
high-pressure oil rail.
• Engine Lamp
EGES-455-1
Tools
• Breakout Harness 4952 (ECB) (page 434)
• 500 Ohm Resistor Harness (page 429)
• 3036 – 36-Pin ECM Cables (page 425)
(page 428)
ECB Pin-point Diagnostics

4287 0 ECBP above desired level • Biased ECBP sensor of circuit
• ECB valve open when brake is commanded off
4287 1 ECBP below desired level • Biased LOW ECBP sensor
• ECBP sensor or ECB valve circuit fault
• Failed ECB valve
4287 3 ECBP signal Out of Range HIGH • ECBP circuit OPEN or short to PWR
• Failed ECBP sensor
4287 4 ECBP signal Out of Range LOW • ECBP circuit OPEN or short to PWR
Figure 170 ECB circuit diagram
EGES-455-1

Connect Breakout Harness 4952 to engine harness. Leave valve cover disconnected. Turn ignition switch
4 to GND 0V If > 0.25 V, check ECB-L circuit for short to PWR.
5 to GND 3.5 V ± 1 V If < 2.5 V, check ECB-H circuit for OPEN or short to GND.
5 to GND 3.5 V ± 1 V If > 4.5 V, check ECB-H circuit for short to PWR.
Connector Resistance Checks to GND

Turn ignition switch to OFF. Connect Breakout Harness 4952 to engine harness. Leave valve cover
disconnected. Use DMM to measure resistance.
4 to GND <5Ω If > 5 Ω, check for OPEN circuit.
5 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4952 to valve cover connector. Leave disconnected
from engine harness. Use DMM to measure resistance.
4 to 5 10 Ω ± 2 Ω If out of specification, check UVC harness for OPEN circuits or shorts
to GND.
If UVC circuits are acceptable, replace the ECB.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4952. Leave ECM and
Gray UVC connector disconnected. Use DMM to measure resistance.
4 to D-20 <5Ω If > 5 Ω, check for OPEN circuit.
5 to E-74 <5Ω If > 5 Ω, check for OPEN circuit.
EGES-455-1
ECB Circuit Operation Fault Detection / Management

The ECB consists of a solenoid / valve assembly and When the engine is running, the ECM compares
is installed in the high-pressure rail between the ICP engine brake control pressure to injection control
oil gallery and the brake oil gallery. pressure and ECBP desired. When the brake is
activated, brake control pressure equals injection
The ECB valve is supplied with ground at Pin 1,
control pressure.
through Pin 4 of gray UVC connector, from ECM
Pin D-20. The ECM controls the engine brake by If the brake control pressure does not match injection
supplying 12 volts at sensor connector Pin 2, through control pressure, the ECM disables the engine brake,
Pin 5 of gray UVC connector, from ECM Pin E-74. a DTC is set, and the engine lamp is illuminated.
When the engine brake is activated, the ECM provides When the engine brake is not active and the ECM
power to activate the ECB and allows oil from the detects an undesired value, the ECM will set a DTC
injector oil gallery to flow into the brake oil gallery. and the engine lamp will be illuminated.
High-pressure oil activates the brake actuator pistons
The Output Circuit Check (OCC) can detect open or
to open the exhaust valves.
shorted circuits to the ECB during KOEO Standard
The ECM deactivates the engine brake by shutting off Test.
power to the ECB. Residual brake gallery pressure
A bias ECBP sensor can also cause a fault. The brake
initially bleeds from the actuator bore. When brake
shutoff valve and the ECBP sensor circuit should both
gallery pressure reaches 6.9 MPa (1000 psi), the
be diagnosed.
brake pressure relief valve opens and oil drains back
to the sump.
EGES-455-1
ECBP Sensor (Engine Compression Brake Pressure)
SPN FMI Condition

4287 0 ECBP above desired level
4287 1 ECBP below desired level
4287 3 ECBP signal Out of Range HIGH
4287 4 ECBP signal Out of Range LOW
Figure 171 Function diagram for the ECBP sensor
The function diagram for the ECBP sensor includes Function

the following:
The ECB is a compression release brake that works in
• Engine Control Module (ECM) conjunction with the ICP system to keep the exhaust
with Barometric Absolute Pressure (BARO) valves partially open during engine braking.
Internal Sensor
The ECBP sensor provides a feedback signal to the
• Engine Compression Brake Pressure (ECBP) ECM indicating brake control pressure. The ECM
Sensor monitors the ECBP signal during engine normal and
braking operation to determine if the compression
release brake system is working without fault.
Sensor Location
The ECBP sensor is installed in the high-pressure oil
• Injection Pressure Regulator (IPR)
rail, under the valve cover.
• Engine Compression Brake (ECB)
• Engine Lamp
EGES-455-1
Tools
• Breakout Harness 4952 (ECBP) (page 434)
(page 428)
ECBP Sensor End Diagnostics

4287 0 ECBP above desired level • Biased ECBP sensor of circuit
• ECB valve open when brake is commanded off
4287 1 ECBP below desired level • To Be Determined
4287 3 ECBP signal Out of Range HIGH • ECBP circuit OPEN or short to PWR
4287 4 ECBP signal Out of Range LOW • ECBP signal circuit is short to GND
Figure 172 ECBP circuit diagram
EGES-455-1

engine surfaces.
1. Using the EST with ServiceMaxx™ software,
open the Continuous Monitor session.
specification. See “APPENDIX A:
PERFORMANCE SPECIFICATIONS” in
this manual.
3. Monitor sensor voltage. Verify an active DTC’s for
the sensor.
DTC’s will go active.
4. Disconnect engine harness from valve cover
connector.
5. Connect Breakout Harness 4952 to engine
harness. Leave valve cover connector
disconnected.

Connect Breakout Harness 4952 to engine harness. Leave valve cover connector disconnected. Turn
ignition switch to ON. Use EST to verify correct DTC goes active when corresponding fault is induced.
Use DMM to measure circuits.
EST – Check DTC’s SPN 4287 If SPN 4287 FMI 4 is active, check ECBP signal for short
FMI 3 to GND.
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Go to Harness
Resistance Check.
2 to GND
EST – Check DTC’s SPN 4287 If SPN 4287 FMI 3 is active, check ECBP signal for
and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, check under valve
cover harness for OPEN or shorts. If within specifications, replace sensor.
EGES-455-1
ECBP Pin-point Diagnostics

Connect Breakout Harness 4952 to engine harness. Leave valve cover connector disconnected. Turn
ignition switch to ON. Use DMM to measure voltage.
1 to GND 5V If < 5 V, check for short to GND.
2 to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR.
Resistance Check.
Under Valve Cover Resistance Check

Disconnect engine harness. Connect Breakout Harness 4952 to gray UVC connector. Use DMM to measure
resistance.

Turn ignition switch to OFF. Disconnect gray UVC connector and the ECM 36-pin driver connector. Connect
180-pin Breakout Box. Leave ECM and valve cover connector disconnected. Use DMM to measure
resistance.
1 to D-21 <5Ω If > 5 Ω, check ECBP signal circuit for OPEN.
2 to D-14 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
3 to D-13 <5Ω If > 5 Ω, check VREF circuit for OPEN.
EGES-455-1
ECBP Circuit Operation When the engine is running, the ECM compares
ECB pressure to injection control pressure and ECBP
The ECBP sensor is a micro-strain gauge sensor that
desired. When the brake is activated, ECB pressure
is supplied with a 5 V VREF at sensor connector Pin 2,
equals injection control pressure.
through Pin 3 of gray UVC connector, from ECM Pin
D-13. The sensor is grounded at sensor connector If the ECB pressure does not match injection control
Pin 1, through Pin 2 of the gray UVC connector, from pressure, the ECM disables the engine brake. A DTC
ECM Pin D-14. The sensor returns a variable voltage is set, and the engine lamp is illuminated.
signal from sensor connector Pin 3, through Pin 1 of
When the ECB is not active and the ECM detects an
gray UVC connector, to ECM Pin D-21.
undesired value, the ECM sets a DTC and the engine
lamp is illuminated.
A ECB valve that is stuck open or closed can also
The ECM continuously monitors the ECBP sensor
cause a fault. The brake shut-off valve and the ECBP
signal to determine if the signal is within an expected
sensor circuit should both be diagnosed.
range.
EGES-455-1
ECI Circuit (Engine Crank Inhibit)
SPN FMI Condition

None Engine starter motor will not engage
Figure 173 ECI function diagram
The function diagram for the ECI circuit consists of the also prevented when the automatic transmission is in
following: gear or the manual transmission clutch pedal is not
depressed. The starter relay can also be disabled by
an optional overcrank thermocouple.
Internal Sensor
Location
• Starter
The relay and switches are vehicle-mounted parts.
• Starter Relay For additional supporting information, see truck
Chassis Electrical Circuit Diagram Manual and
• Engine Crank Inhibit (ECI) Circuit
Electrical System Troubleshooting Guide.
Tools
Function • Digital Multimeter (DMM) (page 427)
The ECI circuit is controlled by the ECM. It prevents • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
starter engagement while the engine is running
• Breakout Harness 4674 (ECM) (page 430)
(above a set calibrated rpm). Starter engagement is
EGES-455-1
ECI Circuit Diagnostics

None Engine starter motor • Transmission in gear
will not engage
• Clutch pedal not depressed
• No PWR to automatic transmission module
• No PWR to ECM
• Blown fuse
• Failed starter relay
• OPEN DDS circuit
• OPEN ECI circuit
• Failed Ignition Switch (VIGN)
• Failed starter motor
Figure 174 ECI circuit diagram
For additional circuit information see truck Chassis

Electrical Circuit Diagram Manual and Electrical
System Troubleshooting Guide.
EGES-455-1
Voltage Check at Relay

measure voltage.
30 to GND B+ If < B+, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
Use DMM to measure voltage while cranking engine.
86 to GND B+ If < B+, check PWR circuit to relay coil for OPEN or short to GND, blown
fuse, or possible failed ignition switch.
For additional circuit information, see truck Chassis Electrical Circuit
Diagram Manual and Electrical System Troubleshooting Guide.
85 to GND <2V If B+, check ECI control circuit for OPEN or failed thermal overcrank
protection switch.
If 4 V to 5 V, check DDS circuit to ECM, and go to Voltage Check at ECM.
If B+, check voltage at starter.
Voltage Check at ECM

Connect 180-Pin Breakout Box between ECM and chassis harness. Turn ignition switch to ON. Use DMM to
measure voltage.
C-31 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, blown fuse, or
possible failed ignition switch.
C-2 to GND
If voltage is present, check for OPEN ECM GND circuit. Go to ECM PWR
C-4 to GND 0V
in this section of manual.
C-6 to GND
C-1 to GND
If < B+, check for OPEN ECM PWR circuit. Go to ECM PWR in this section
C-3 to GND B+
of manual.
C-5 to GND
Place automatic transmission in park or neutral (manual transmission, depress clutch). Use DMM to
measure voltage.
C-65 to GND B+ If < B+, check DDS for OPEN circuit.
• For automatic transmission, see transmission diagnostics.
• For manual transmission, check PWR circuit to clutch pedal or blown
fuse. A failed clutch pedal switch is possible.
C-7 to GND <2V If > 2 V, check ECM programming.
EGES-455-1
Harness Resistance Check – ECM to Relay

Turn ignition switch to OFF. Disconnect ECM. Leave relay disconnected. Connect 180-Pin Breakout Box
and relay harness. Use DMM to measure resistance.
85 to C-7 <5Ω If > 5 Ω, check ECI control circuit for OPEN or possible failed thermal
overcrank protection switch.
85 to GND > 1 kΩ If < 1 kΩ, check ECI control for short to GND.
87 to starter <5Ω If > 5 Ω, check ECI control for OPEN or possible failed thermal overcrank
protection switch.
87 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND.

measure voltage.
Test Point Spec Condition
DDS B+ ECM Input – Clutch pedal not depressed or automatic transmission in gear.
C-65 to GND Cranking is disabled.
0V ECM Input – Clutch pedal to the floor or automatic transmission in park or
neutral. Cranking is enabled.
Use DMM to measure voltage while cranking engine.
ECI 0V ECM Control - Engine Crank Inhibit enabled.
C-7 to PWR
B+ ECM Control - Engine Crank Inhibit disabled.
Harness Resistance Check – Relay to Battery
WARNING: To prevent personal injury or death, always disconnect main negative battery cable
rst. Always connect the main negative battery cable last.
Disconnect both battery GND cables. Disconnect ECI relay and VIGN. Use DMM to measure resistance.
86 to VIGN <5Ω If > 5 Ω, check circuit for OPEN.
30 to B+ <5Ω If > 5 Ω, check circuit for OPEN or blown fuse.
battery post
C-65 DDS See vehicle electrical diagrams. Check for OPEN or short to GND. Possible failed clutch
circuit switch or automatic transmission module circuit faults.
EGES-455-1
ECI Circuit Operation supplies current to energize the starter relay at Pin
86. If the engine is not running and the driveline is
The ECM controls the starting system. The clutch
not engaged, ECM Pin C-7 will enable the relay by
switch or transmission neutral switch provides input
supplying a ground to Pin 85 of the relay. When the
to the ECM. Both switches prevent the starter from
relay is closed, current passes through the relay to the
being engaged unless the automatic transmission is
starter solenoid.
in park or neutral, or the manual transmission clutch
is depressed.
Clutch Switch
DDS Circuit Manual transmissions use the clutch switch to supply
a signal to the ECM indicating the driveline is
The ECM monitors the DDS on Pin C-65. B+ indicates
disengaged. A 12 V signal on the DDS circuit
the drivetrain is disengaged and the engine is ready
indicates the clutch is disengaged. A 0 V signal
to start. Zero volts indicates the drivetrain is engaged
indicates the clutch is engaged.
and the engine is not ready to start. The source
of this signal depends on the vehicle’s hardware
Neutral Switch
configuration. See appropriate electrical diagrams
when diagnosing this circuit. Allison LCT transmissions use the neutral position
switch to supply power to the starter relay and a signal
Ignition Switch to the ECM that the driveline is disengaged. Vehicles
programmed for Allison AT/MT transmissions receive
VIGN is supplied to the starter relay coil (Pin 86) when
a 12 V signal on the DDS circuit indicating the
engine is cranked.
transmission is out of gear. A 0 V signal indicates the
transmission is in gear. When the transmission is in
ECI Circuit
gear, no power is available to the starter relay.
The ECM controls starter disable with the ECI circuit,
pin C-7 to starter relay coil Pin 85. Open or B+ will WTEC MD with Auto Neutral
disable the relay. A 0 V (GND) will enable the relay.
Allison MD World Transmission Electronically
Controlled (WTEC) transmissions (with optional
Engine Control Module (ECM)
Auto Neutral) have a crank inhibit system with an
When the ECM recognizes that the engine is not additional relay. The relay inhibits cranking when
running and the driveline is not engaged, the ECM the transmission is in auto neutral. Pin 6 of the
will ground Pin C-7. This provides a current path transmission module controls 12 V to Pin 86 of the
for the ECI relay to close when the Start switch is starter relay. Pin C-65 of the ECM receives 12 V from
engaged or the starter button is depressed. the WTEC auto neutral relay when the transmission
is shifted to neutral or auto neutral.
When the ECM recognizes that the engine is running
or the driveline is engaged, the ECM will open Pin
C-7. This prevents the ECI relay from closing and the
starter motor from engaging. There are no DTC’s associated with the ECI system.
Starter Relay
The engine starter relay controls voltage to the starter
motor. Turning the ignition switch to the start position
EGES-455-1
ECL Switch (Engine Coolant Level)
SPN FMI Condition

111 2 ECL In-Range circuit Fault
Figure 175 Functional diagram for the ECL switch
The functional diagram for the ECL switch includes the coolant level feature is operational if programmed for
following: 3-way warning or 3-way protection.
Location
Internal Sensor The ECL switch is installed in the vehicle plastic
deaeration tank.
• Engine Coolant Level (ECL) Switch
Tools
• J1939 Datalink
• Engine Lamp(s)
Function • NAVCoM or NAVLink Interface Kit (page 429)
The ECM monitors engine coolant level and alerts • Digital Multimeter (DMM) (page 427)
the operator when coolant is low. The ECM can be
• 96-Pin Breakout Box – DLC II
programmed to shut the engine off when coolant is
low.
Coolant level monitoring is a customer programmable
feature that can be programmed by the EST. The
EGES-455-1
ECL Switch Pin-point Diagnostics

111 2 ECL In-range circuit fault • ECL sensor or circuit fault
Figure 176 ECL switch circuit diagram

Disconnect ECL switch. Turn ignition switch to ON. Use DMM to measure voltage.
A to GND 5 V ± 0.5 V If < B+, check for short to PWR.
B to B+ B+ If < B+, check for short to GND.
Connector Resistance Check to GND

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

Turn ignition switch to OFF. Connect breakout box and sensor breakout harness. Leave ECM and sensor
1 to C2-42 4.5 V to 5 V If < B+, check for short to GND.
2 to C1-42 If < B+, check for short to PWR.
EGES-455-1
ECL Circuit Operation Fault Detection / Management

The ECL switch operates on a capacitance sensing The ECM continuously monitors the ECL circuit for
principle. The probe of the ECL switch is installed in in-range faults. The ECM does not detect open or
the plastic deaeration tank and it forms one plate of short circuits in the ECL system. When the ECM
the capacitor, while the coolant forms the other plate. detects an in-range fault, a DTC sets.
With the coolant present, the capacitance is greater
than when the coolant is absent. This difference
in capacitance is used by the electronic sensor to
provide a solid-state ON-OFF signal at ECM Pin C-42.
EGES-455-1
ECM PWR (Engine Control Module Power)
SPN FMI Condition

158 15 ECM Switched voltage too HIGH
158 17 ECM Switched voltage too LOW
Figure 177 Function diagram for the ECM PWR
The function diagram for ECM PWR includes the enable the relay to power-up. When the ignition switch
following: is turned off, the ECM performs internal maintenance,
then disables the ECM relay.
ECM Location
Internal Sensor
The ECM is installed on the left side of the engine, just
• ECM PWR Relay
below the intake manifold.
• Main Power Relay (MPR)
Tools
• Ignition Switch (VIGN) or Power Relay
• Battery (B+) ServiceMaxx™ software (page 428)
• Fuses • NAVCoM or NAVLink Interface Kit (page 429)
Function
The ECM requires battery power to operate the Body
Controller (BC) and perform maintenance after the • Breakout Harness 4674 (ECM) (page 430)
ignition switch is turned off. To do this, the ECM must
control its own power supply. When the ECM receives
(page 428)
the VIGN signal from the ignition switch, the ECM will
EGES-455-1
ECM PWR Pin-point Diagnostics

158 15 ECM Switched voltage too HIGH • Battery voltage above 17.5 volts
• Jump start using more than system voltage
• Batteries wired incorrectly
158 17 ECM Switched voltage too LOW • Battery voltage below 7 volts
• Low discharged batteries
• Charging system failure
• High resistance in ECM powering circuits
Figure 178 ECM PWR circuit diagram
EGES-455-1
NOTE: Reference the truck Chassis Electrical

Circuit Diagram Manual and Electrical System
Troubleshooting Guide for vehicle side electrical
system.

measure voltage.
CAUTION: To prevent engine damage, turn the ignition switch OFF before removing ECM PWR relay or any
ECM connector supplying power to the ECM. Failure to turn the ignition switch OFF will cause a voltage spike
and damage to electrical components.
86 to GND B+ If 0 V, check power circuit to relay coil for OPEN or short to GND, or blown
fuse.
If < B+, check for failed circuitry between batteries and relay. Go to Harness
Resistance Check.
30 to GND B+ If 0 V, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
Resistance Check.
85 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Go to
If B+, check ECM PWR and ECM GND circuits at the ECM. Go to Voltage
Checks at ECM.
Voltage Checks at ECM

measure voltage.
C-31 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse.
C-2 to GND 0V
If voltage is present, check for OPEN circuit. Go to Harness Resistance
C-4 to GND 0V
Check.
C-6 to GND 0V
C-70 to GND 0 V to 2 V If > 2 V, check MPR control circuit for OPEN or short to PWR. Go to
C-1 to GND B+
If < B+, check for OPEN circuit, failed relay, or blown fuse. Go to Harness
C-3 to GND B+
Resistance Check.
C-5 to GND B+
EGES-455-1

Turn ignition switch to OFF. Disconnect ECM, ECM PWR relay, and ACT PWR relays. Connect 180-Pin
Breakout Box and Breakout Harness 4674. Use DMM to measure resistance.
C-70 to 85 <5Ω If > 5 Ω, check MPR control circuit for OPEN.
C-70 to GND > 1 kΩ If < 1 kΩ, check MPR control circuit for short to GND.
C-1 to 87 <5Ω If > 5 Ω, check ECM PWR circuit for OPEN.
C-1 to GND > 1 kΩ If < 1 kΩ, check ECM PWR circuit for short to GND.
C-2 to GND <5Ω If > 5 Ω, check ECM GND circuit for OPEN.
Harness Resistance Check on Relay Power Circuits

Turn ignition switch to OFF. Disconnect both battery GND cables. Use DMM to measure resistance.
WARNING: To prevent personal injury or death, always disconnect main negative battery cable
rst. Always connect the main negative battery cable last.
Relay (30) to <5Ω If > 5 Ω, check for OPEN circuit or blown fuse.
battery positive
post
Relay (30) to GND > 1 kΩ If < 1 kΩ, check for short to GND.
Relay (86) to <5Ω If > 5 Ω, check for OPEN circuit or blown fuse.
battery positive
post
Relay (86) GND > 1 kΩ If < 1 kΩ, check for short to GND.
ECM PWR Circuit Operation The ECM is grounded to the battery negative terminal
at ECM Pin C-2, C-4, and C-6.
The ECM receives VIGN power at Pin C-45. This
signals the ECM to provide a ground path from Pin
C-70 to 85 to switch the ECM PWR relay. Switching
the relay provides power from the battery positive The ECM internally monitors battery voltage. When
terminal through 1 fuse and relay contacts 30 and 87 the ECM continuously receives less than 7 V or more
to Pins C-1, C-3, and C-5. than 17.5 V, a DTC will be set.
EGES-455-1
ECM Self Diagnostics (Engine Control Module)
SPN FMI Condition

108 2 Pressure BARO Low/High at KOEO
108 3 BARO signal Out of Range HIGH
108 4 BARO signal Out of Range LOW
628 12 ECM Memory Error
629 12 ECM Internal chip Error
1136 0 ECM Error - over temperature
Figure 179 Function diagram for the ECM
The ECM does the following: Fault Detection / Management

• Monitors and controls engine operation and The ECM automatically performs diagnostic
performance self-checks. The ECM self-test includes memory,
programming, and internal power supply checks.
• Enables PTO and Cruise Control System (CCS)
The ECM will detect internal DTC’s depending on
• Communicates engine and vehicle information to the severity of the problem. Additionally, the ECM
instrument cluster provides DTC management strategies to permit
limited engine and vehicle operation.
• Enables electronically controlled transmission (if
equipped)
• Enables diagnostic programming tools
EGES-455-1
ECM Self Diagnostic DTC’s
SPN 108 FMI 2 - BARO Low/High at KOEO

Pin-point ECM Self Diagnostic Fault
1. Clear DTC, cycle Ignition Switch (VIGN).
2. If DTC is still active, replace ECM.
SPN 108 FMI 3 - BARO signal out-of-range HIGH

Checks whether the signal from the BARO sensor is above the maximum threshold.
1. Clear DTC, cycle ignition switch.
SPN 108 FMI 4 - BARO signal out-of-range LOW

Checks whether the signal from the BARO sensor is below the minimum threshold.
SPN 628 FMI 12 - ECM Error - Program memory error

Indicates an error occurred in the ECM.
SPN 629 FMI 12 - ECM Error - Internal hardware failure

Indicates an error occurred in the ECM.
SPN 1136 FMI 0 - ECM Error - over temperature

1. Correct any abnormal condition of ECM overheating.
2. If DTC is set in cool conditions, then replace ECM.
EGES-455-1
ECT1 Sensor (Engine Coolant Temperature 1)
SPN FMI Condition

110 2 ECT1 above/below sensor compare at KOEO Cold
110 3 ECT1 signal Out of Range HIGH
110 4 ECT1 signal Out of Range LOW
Figure 180 Function diagram for the ECT1 sensor
EGES-455-1
The function diagram for the ECT1 sensor includes • Coolant compensation
the following:
The EWPS is an optional feature that can be enabled
• Engine Control Module (ECM) or disabled. When the EWPS is enabled, the
with Barometric Absolute Pressure (BARO) operator is warned of an overheat condition and,
Internal Sensor if programmed, will shutdown the engine.
• Engine Coolant Temperature 1 (ECT1) Sensor
Sensor Location
The ECT1 sensor is installed in the water supply
• Fuel Injector (INJ) housing (refrigerant compressor mount), right of the
flat idler pulley assembly.
• Engine Lamps
Function Tools
The ECT sensor provides a feedback signal to the • Electronic Service Tool (EST) with
ECM indicating engine coolant temperature. During ServiceMaxx™ software (page 428)
engine operation, the ECM will monitor the ECT signal
to control the following features:
• Engine Warning and Protection System (EWPS)
• Cold Ambient Protection (CAP)
• Idle Shutdown Timer (IST)
• Breakout Harness 4602 (ECT) (page 430)
• Cold idle advance
EGES-455-1
ECT1 Sensor End Diagnostics

110 2 ECT1 above/below sensor compare at • Biased ECT1 sensor or circuit
KOEO Cold
110 3 ECT1 signal Out of Range HIGH • ECT1 signal circuit OPEN or short to PWR
• Failed ECT1 sensor
110 4 ECT1 signal Out of Range LOW • ECT1 signal circuit short to GND
• Failed ECT1 sensor
Figure 181 ECT1 circuit diagram
SPN 110 FMI 2 - ECT1 above/below sensor compare at KOEO Cold

1. Turn ignition switch ON, engine OFF
3. Compare EOT with ECT 1 and IMT. All sensors should be within -12 °C (10 °F) of each other.
• If ECT 1 is -12 °C (10 °F) above or below of the other sensors. Check for biased ECT 1 circuit
or a failed ECT 1 sensor.
• If the circuits are acceptable, replace the failed ECT 1 sensor.
EGES-455-1

engine surfaces.
the sensor.
DTC will go active.
4. Connect Breakout Harness to engine harness.

Connect Breakout Harness 4602. Leave sensor disconnected. Turn ignition switch to ON. Use EST to verify
correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
EST – Check DTC SPN 110 If SPN 110 FMI 4 is active, check ECT signal for short to
FMI 3 GND. Go to Harness Resistance Check.
EST – Check DTC SPN 110 If SPN 110 FMI 3 is active, check ECT signal for OPEN.
across 2 and GND
EST – Check DTC SPN 110 If SPN 110 FMI 3 is active, check SIG GND for OPEN.
across 1 and 2
EGES-455-1
ECT1 Pin-point Diagnostics

measure voltage.
2 to GND 4.6 V to 5 V If < 4.5 V, check for OPEN or short to GND. Go to Harness Resistance
Check.

ECT1 Circuit Operation Engine Warning and Protection (EWPS)

The ECT1 is a thermistor sensor that is supplied 5 The EWPS is an optional feature that can be enabled
V VREF at Pin 2 from ECM Pin E–33. The sensor or disabled. When enabled, the EWPS will warn
is grounded at Pin 1 from ECM Pin E–28. As the the operator of an overheat condition and can be
coolant temperature increases, the resistance of the programmed to shutdown the engine.
thermistor decreases. This causes the signal voltage
The red engine lamp will illuminate when ECT reaches
to decrease.
approximately 109 °C (228 °F). A warning buzzer will
sound when ECT reaches approximately 112 °C (234
Coolant Temperature Compensation
°F). The engine will shutdown when the ECT reaches
Coolant temperature compensation reduces fuel approximately 112 °C (234 °F), if 3-way protection is
delivery if ECT is above cooling system specifications. enabled.
The reduction in fuel delivery begins when ECT
reaches approximately 107 °C (225 °F). A reduction
of 15% will be achieved as the ECT reaches The ECM continuously monitors the control system.
approximately 110 °C (230 °F). If the sensor signal is higher or lower than expected,
Fuel reduction is calibrated to a maximum of
calibrated default value. The ECM will set a DTC, turn
30% before standard engine warning or optional
on the engine lamp, and run the engine in a default
warning/protection is engaged. If warning or
range.
shutdown occurs, a DTC is stored in the ECM
memory. When this occurs, the EWPS, CAP, IST, cold idle
advance, and coolant temperature compensation
NOTE: Coolant temperature compensation may be
features are disabled.
disabled in emergency vehicles that require 100%
power on demand.
EGES-455-1
EFC (Engine Fan Control)
SPN FMI Condition

None
Figure 182 Function diagram for EFC
The function diagram for EFC includes the following: (A/C) is on or when the ECT or AIT goes above a set
temperature.
Location
Internal Sensor
The relay and switches are vehicle mounted parts. For
• Engine Fan Control (EFC)
additional supporting information, see truck Chassis
• Body Controller (BC) Electrical Circuit Diagram Manual and Electrical
System Troubleshooting Guide.
• Multiplex System Module (MSM)
Tools
• Engine Coolant Temperature (ECT) Sensor
• Air Inlet Temperature (AIT) signal from the Mass
Air Flow (MAF) Sensor • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
• Engine Fan Control (EFC) relay • Breakout Harness 4674 (EFC) (page 430)
Function
(page 428)
The purpose of the engine fan is to allow a higher
airflow through the radiator when the Air Condition
EGES-455-1
EFC Circuit Diagnostics

None Engine Fan does not operate • EFC relay control circuit OPEN or shorted to
GND
• EFC relay coil GND circuit OPEN
• Blown fuse
• Failed relay
Figure 183 EFC circuit diagram
Voltage Check at EFC Connector - Output State Test

Disconnect EFC 2-pin connector. Turn ignition switch to ON. Use DMM to measure voltage.
A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR or EFC circuit for short to GND, or
failed EFC relay.
B to GND 0 V to 0.25 V If > 0.25 V, check for OPEN circuit.
Run Output State Test HIGH.
A to GND 0 V to 0.25 V If > 0.25 V, check for short to PWR, or EFC circuit for short to GND, or
failed EFC relay.
Run Output State Test LOW.
A to GND B+ If < B+, check for OPEN circuit between relay and EFC, or EFC circuit for
OPEN, or blown fuse, or failed relay. Go to Harness Resistance Check.
A to B B+ If < B+, check GND for OPEN circuit. Do Harness Resistance Check.
EGES-455-1
Voltage Check at Relay - Output State Test

Connect Breakout Harness 4674 between relay and relay socket. Connect EFC and turn ignition switch
30 to GND B+ If < B+, check PWR circuit to relay switch for OPEN or short to GND, or
blown fuse. See ACT PWR Relay.
86 to GND B+ If < B+, check PWR circuit to relay coil for OPEN or short to GND, or blown
fuse. See ACT PWR Relay.
85 to GND B+ If < B+, check EFC circuit for short to GND. Go to Harness Resistance
Check.
85 to GND 0.06 V to 2 V If > 2 V, check EFC circuit for OPEN. Go to Harness Resistance Check.

Turn ignition switch to OFF. Disconnect ECM. Leave relay disconnected. Connect 180-Pin Breakout Box
and relay harness.
C-58 to 85 <5Ω If > 5 Ω, check for OPEN circuit between ECM and relay terminal.
87 to A (fan) <5Ω If > 5 Ω, check for OPEN circuit between relay terminal and A (fan).
30 to ACT <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
PWR relay 87
30 to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
86 to ACT <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
PWR relay 87
86 to GND > 1 kΩ If < 1 kΩ, check ACT PWR for short to GND.
See truck Chassis Electrical Circuit Diagram Manual and Electrical System Troubleshooting Guide for
fuse information.
EGES-455-1
EFC Circuit Operation • Disable - enables or disables the EFC feature.

The default state of the EFC is ON. B+ is needed to • Fan on temperature - indicates at what coolant
turn the fan OFF. temperature the fan will be electronically
activated.
ECM Pin C-58 controls the EFC to shut off by
supplying a ground path to the EFC relay coil Pin 85. • Fan off temperature - indicates at what coolant
ACT PWR powers the other side of the relay coil, Pin temperature the fan will be electronically
86. ACT PWR is sent through the relay switch, which deactivated.
deactivates the EFC.
EFC Programmable Parameters
An open or short to GND in the EFC can be detected
By using an EST, an authorized service technician can by the ECM during an on-demand engine standard
program the ECM to turn the EFC on for any desired test. The AIT and ECT are continuously monitored.
temperature. If a DTC is detected in the AIT or ECT circuit, the EFC
is disabled and the engine fan remains on.
• Engine fan control - indicates to the on-board
electronics whether or not the truck has the NOTE: Before diagnosing, verify that the vehicle has
electronic engine fan control feature. an electronic fan and that the ECM is programmed
correctly.
• A/C fan activation - allows fan activation through
the ECM when requested from the BC during A/C
operation.
EGES-455-1
EFP (Electric Fuel Pump)
SPN FMI Condition

94 0 Fuel Delivery Pressure above maximum
94 1 Fuel Delivery Pressure below minimum
931 3 EFP short to PWR
931 4 EFP open load/circuit or short to GND
931 19 EFP not detected on J1939
Figure 184 Function diagram for the EFP
EGES-455-1
The function diagram for the EFP includes the EFP Location
following:
The EFP is located in the fuel filter module.
Tools
Internal Sensor • Electronic Service Tool (EST) with
• Electric Fuel Pump (EFP)
• Fuel Pump Monitor (FPM)
• FDP Sensor
Function
• Breakout Harness 6023 (EFP) (page 435)
The EFP supplies fuel to the engine at approximately
• Breakout Harness 4674 (Relay) (page 430)
620 kPa (90 psi). The ECM drives the fuel pump
directly, using H-Bridge driver. • ZTSE4681 – Fuel Pressure Gauge (page 440)
NOTE: The Fuel Delivery Pressure (FDP) sensor is • ZTSE4657 – Fuel Pressure Test Kit (page 441)
only capable of measuring up to 517 kPa (75 psi)
of pressure, even though fuel pressure normally
(page 428)
operates at 621 kPa (90 psi).
EGES-455-1
EFP Pin-Point Diagnostics

94 0 FDP above maximum • FDP above 145 psi with engine running
• Restricted fuel regulator
• Restricted fuel return line
94 1 FDP below minimum • FDP below 70 psi
• Dirty fuel filter
• Aerated fuel
• Restricted or open fuel supply line
• Low or empty fuel supply tank
• Biased low FDP sensor signal
• Failed fuel pump
931 3 EFP short to PWR • FPM circuit OPEN or short to PWR
• Failed relay
• Relay short to GND
931 4 EFP open load/circuit or short to GND • FPM or Fuel Pump PWR circuit OPEN or short
to GND
• Failed relay
931 19 EFP not detected on J1939 • Open or shorted CAN circuit to fuel pump
• Failed fuel pump
SPN 94 FMI 0 – Fuel Delivery Pressure above maximum

1. Connect Fuel Pressure Gauge and Fuel Pressure Test Adapter to fuel pressure test port at the
intake manifold.
2. Turn ignition switch to ON. The fuel pump will run for 10 seconds.
3. Monitor Fuel Pressure Gauge while fuel pump is commanded ON.
• If pressure is above 896 kPa (130 psi), check for restricted fuel regulator or fuel return line. See
Fuel System (page 111) in “HARD START AND NO START” section of this manual.
EGES-455-1
SPN 94 FMI 1 – Fuel Delivery Pressure below minimum

1. Connect Fuel Pressure Gauge and Fuel Pressure Test Adapter to fuel pressure test port at the
intake manifold.
2. Turn ignition switch to ON. The fuel pump will run for 10 seconds.
3. Monitor Fuel Delivery Pressure signal in ServiceMaxx™ software while fuel pump is commanded ON.
4. Monitor Fuel Pressure Gauge while fuel pump is commanded ON.
• If Fuel Pressure Gauge displays pressure above 517 kPa (75 psi) and ServiceMaxx™ software
displays pressure below 482 kPa (70 psi), check FDP sensor/circuit for fault. See FDP sensor
in this section.
• If Fuel Pressure Gauge displays pressure below 482 kPa (70 psi), continue to Fuel Pump
Operational Check.
Figure 185 EFP Circuit Diagram
EGES-455-1

Connect Breakout Harness 4674 between relay and relay socket. Turn ignition switch ON. The fuel pump
will only run for 10 seconds with switch in the ON position and with engine not running. Use DMM to
measure voltage.
86 to GND B+ If 0 V, check power circuit to relay coil for OPEN or short to GND, or blown
fuse.
Resistance Check.
30 to GND B+ If 0 V, check power circuit to relay switch for OPEN or short to GND, or
blown fuse.
Resistance Check.
85 to GND 0 V to 2 V If > 2 V, check EFP control circuit for OPEN or short to PWR. Go to Harness
Resistance Check.
Fuel Pump Operational Check

Use DMM to measure voltage.
1 to 4 B+ If < B+, check for circuit fault. Continue to Harness Voltage Checks.
1 to 6 B+ If < B+, check for circuit fault. Continue to Harness Voltage Checks.
1 to 2 2.5 V If < 2.5 V, check for circuit fault. Continue to Harness Voltage Checks.
1 to 5 2.5 V If < 2.5 V, check for circuit fault. Continue to Harness Voltage Checks.
If voltage is present when fuel pump is commanded ON, but fuel pressure gauge is below 482 kPa (70 psi),
go to Fuel System procedures in “HARD START AND NO START DIAGNOSTICS”.
EGES-455-1
Harness Voltage Checks

Connect Breakout Harness 6023 to engine harness and leave pump fuel disconnected. Turn the ignition
switch to the ON position. Fuel pump will only run for 10 seconds before commanded OFF. Use DMM to
measure voltage.
1 to B+ B+ If < B+, Check for OPEN in EFP ground circuit.
4 and 6 to GND B+ If < B+, Check for OPEN EFP circuit or failed relay. Go to FP relay.
Checks

Connect Breakout Harness 6023 to engine harness and leave pump fuel disconnected. Connect Breakout
Harness 4674 to relay and leave relay disconnected. Connect Breakout Box to ECM and leave ECM
4 and 6 to FP <5Ω If > 5 Ω, check for OPEN in fuel pump circuit.
relay 87
4 and 6 to <5Ω If > 5 Ω, check for OPEN in fuel pump monitor circuit.
E-69
1 to GND <5Ω If > 5 Ω, check for OPEN in fuel pump ground circuit.
C-76 to FP <5Ω If > 5 Ω, check for OPEN in fuel pump control circuit.
relay 85
2 to E-11 <5Ω If > 5 Ω, check for OPEN in CAN H circuit.
5 to E-10 <5Ω If > 5 Ω, check for OPEN in CAN L circuit.
EFP Circuit Operation Fault Detection / Management

The FDP sensor is a variable capacitance sensor The ECM continuously monitors the control system.
supplied with a 5 V VREF at Pin 2 from ECM Pin If the sensor signal is higher or lower than expected,
E-35. The sensor is grounded at Pin 1 from ECM Pin the ECM disregards the sensor signal and uses a
E-28. The sensor returns a variable voltage signal calibrated default valve. The ECM will set a DTC, turn
from Pin 3 to ECM Pin E-32. on the engine lamp, and run the engine in a default
range.
EGES-455-1
EGR Actuator (Exhaust Gas Recirculation)
SPN FMI Condition

27 0 EGRP fault: over temperature
27 3 EGRP signal Out of Range HIGH
27 4 EGRP signal Out of Range LOW
27 7 EGRP does not agree with commanded position
27 14 EGR internal circuit failure
2791 2 EGR valve communication fault
2791 8 EGR valve not receiving ECM PWM signal
Figure 186 Function diagram for the EGR Actuator
The function diagram for the EGR Actuator includes Function

the following:
Nitrogen oxides (NOX) in the atmosphere contribute
• Engine Control Module (ECM) to the production of smog. NOX is formed when
with Barometric Absolute Pressure (BARO) temperatures in the combustion chamber get too hot.
Internal Sensor
The EGR system is used to reduce the amount of
• Exhaust Gas Recirculation (EGR) Actuator NOX created by the engine. Exhaust gases that have
already burned do not burn again. The EGR valve
• Engine Lamp
recirculates exhaust back into the intake stream.
• Mass Air Flow (MAF) Sensor This will cool the combustion process and reduce the
formation of NOX.
• J1939 Data Link
Component Location
The EGR valve is installed in the EGR manifold
between the throttle body and the intake manifold.
EGES-455-1
Tools
• Breakout Harness 4948 (EGR) (page 433)
(page 428)
EGR Pin-point Diagnostics

27 0 EGRP fault: over temperature • EGR over heated
• Low coolant flow through EGR
• Failed EGR Cooler
27 3 EGRP signal Out of Range HIGH • EGRP circuit OPEN or short to PWR
27 4 EGRP signal Out of Range LOW • EGRP circuit OPEN or short to GND
27 7 EGRP does not agree with • Sticking or failed EGR valve
commanded position
• EGRP circuit fault
• EGRC circuit fault
• EGR Failure
27 14 EGRP internal circuit failure • EGR failure
2791 2 EGR valve communication fault • EGRC circuit fault
2791 8 EGR valve not receiving ECM PWM • EGRC circuit fault
signal
EGES-455-1
Figure 187 EGR circuit diagram

Connect Breakout Harness 4948 to engine harness, leave EGR disconnected. Turn ignition switch to ON.
4 to GND B+ If < B+, check ACT PWR circuit for OPEN or short to GND, or blown
fuse. Go to Harness Resistance Check.
3 to B+ B+ If < B+, check ACT PWR GND circuit for OPEN. Go to Harness
Resistance Check.
1 to GND 5.0 V ± 0.5 If < 4.5, volt, Check EGRP for and OPEN circuit
V
2 to GND 1.5 V ± 0.5 If < 1.0, volt, Check EGRC for and OPEN circuit
V
If voltage measurements are within specification, continue to EGR Operational Checks.
EGES-455-1
Operational Voltage Check – Output State Test

Connect Breakout Harness 4948 between engine harness and EGR valve. Run KOEO Standard Test
and Output State Test High and Low. Use DMM to measure voltage.
1 to GND Output State LOW 1.8 V ± 1 If > 2.3 V, check EGRP for OPEN circuit
V
1 to GND Output State HIGH 10.0 V ±
If < 9.5 V, check EGRP for OPEN circuit
1V
2 to GND Output State LOW 4.0 V ± 1
If < 3.5 V, check EGRC for OPEN circuit
V
2 to GND Output State HIGH 10.0 V ± If < 9.0 V, check EGRC for OPEN circuit
1V
Using ServiceMaxx™ software with EGR valve connected.
EGR Ctrl Output State LOW 35%
EGR Ctrl Output State HIGH 90%
EGR Position Output State LOW 35%
EGR Position Output State HIGH 90%

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and breakout harnesses to EGR actuator and
ACT PWR relay. Leave ECM, EGR, and relay disconnected.
1 to C-26 <5Ω If > 5 Ω, check EGRP for OPEN in circuit.
2 to E-71 <5Ω If > 5 Ω, check EGRC for OPEN in circuit.
3 to GND <5Ω If > 5 Ω, check ACT GND for OPEN in circuit.
4 to relay 87 <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
EGR Circuit Operation 24–pin connector, and from battery ground. The ECM
controls the EGR actuator through the ECM Pin E-71
The EGR actuator receives power at EGR Pin 4,
to EGR Pin 2, and ECM C-26, through Pin 14 of the
through Pin 1 of the 24–pin connector, from Pin 87
24–pin connector, to EGR Pin 1.
of the ACT PWR relay. Ground for the EGR actuator
is supplied at EGR Pin 3, through Pin 23 of the
EGES-455-1
EGT Sensor (Exhaust Gas Temperature)
SPN FMI Condition

173 3 EGT signal Out of Range HIGH
173 4 EGT signal Out of Range LOW
Figure 188 Function diagram for the EGT sensor
EGES-455-1
The function diagram for the EGT sensor includes the Tools
following:
• Engine Control Module (ECM) ServiceMaxx™ software (page 428)
Internal Sensor
• Exhaust Gas Temperature (EGT) Sensor
• J1939 Data Link
• Injectors (INJs)
• Breakout Harness 4946 (EGT) (page 433)
(page 428)
• Engine Lamps
Sensor Location
The EGT sensor is located in the exhaust manifold, in
front of the turbocharger.
EGES-455-1
EGT Sensor End Diagnostics

173 3 EGT signal Out of Range HIGH • EGT signal circuit OPEN or short to PWR
• Failed EGT sensor
173 4 EGT signal Out of Range LOW • EGT signal circuit short to GND
• Failed EGT sensor
Figure 189 EGT circuit diagram
EGES-455-1

engine surfaces.
the Continuous Monitor Session.
the sensor.
DTC will go active.
EGT Pin-point Diagnostics

NOTE: It is normal for the EGT sensor to display 413 °C (775 °F ) when the engine is cool. The sensor does
not start measuring correctly until the engine is warm.
Connect sensor Breakout Harness 4946 to engine harness. Leave sensor disconnected. Turn ignition switch
1 to B+ B+ If < B+, check for OPEN or short to PWR.
Check.

Turn ignition switch to OFF. Connect 180-pin Breakout Box and sensor Breakout Harness 4946. Leave
ECM and sensor disconnected.
EGES-455-1
EGT Circuit Operation Fault Detection / Management

The EGT is a thermistor sensor supplied with a 5 The ECM continuously monitors the control system.
V VREF at Pin 1 from ECM Pin E–50. The sensor If the sensor signal is higher or lower than expected,
is grounded at Pin 2 from ECM Pin E–28. As the ECM disregards the sensor signal and uses a
the temperature increases, the resistance of the calibrated default value. The ECM will set a DTC, turn
thermistor decreases. This causes the signal voltage on the engine lamp, and run the engine in a default
to decrease. range.
EGES-455-1
EOP Sensor (Engine Oil Pressure)
SPN FMI Condition

100 3 EOP signal Out of Range HIGH
100 4 EOP signal Out of Range LOW
Figure 190 Function diagram for the EOP sensor
The function diagram for the EOP sensor includes the Sensor Location
following:
The EOP sensor is installed in the left side of the
• Engine Control Module (ECM) crankcase, below the left side of the fuel filter housing.
Tools
Internal Sensor
• Engine Oil Pressure (EOP) Sensor
• Engine Lamps
The EOP sensor provides a feedback signal to the • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
ECM indicating engine oil pressure. During engine
operation, the ECM will monitor the EOP signal to
determine if the oil pressure is satisfactory. If oil • Breakout Harness 4850 (EOP) (page 432)
pressure is below desired pressure, the ECM will turn
on the red engine lamp.
(page 428)
An optional feature, the EWPS, can be enabled to
warn the engine operator and shut the engine down
when a low engine oil pressure condition occurs.
EGES-455-1
EOP Sensor End Diagnostics

100 3 EOP signal Out of Range HIGH • EOP signal circuit short to PWR
• Failed EOP sensor
100 4 EOP signal Out of Range LOW • EOP signal circuit OPEN or short to GND
• Failed EOP sensor
Figure 191 EOP circuit diagram

stay clear of rotating parts (belts and fan) and hot 4. Disconnect engine harness from sensor.
1. Using EST with ServiceMaxx™ software, open corrosion, or loose pins. Repair if necessary.
the Continuous Monitor session. 5. Connect Breakout Harness to engine harness.
2. Verify sensor voltage is within KOEO Leave sensor disconnected.
specification. See “APPENDIX A:
this manual.
the sensor.
DTC will go active.
EGES-455-1

Connect sensor Breakout Harness 4850. Leave sensor disconnected. Turn ignition switch to ON. Use EST
to verify correct DTC goes active when corresponding fault is induced. Use DMM to measure circuits.
EST – Check DTC SPN 100 If SPN 100 FMI 3 goes active, check EOP signal for short
FMI 4 to PWR.
EST – Check DTC SPN 100 If SPN 100 FMI 4 goes active, check EOP signal for
Short 500 breakout harness
across 2 and 3
DMM – Measure volt B+ If <B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to B+
EOP Pin-point Diagnostics

Connect sensor Breakout Harness 4850. Leave sensor disconnected. Turn ignition switch to ON. Use
DMM to measure voltage.
1 to B+ B+ If <B+, check for short to PWR.
Resistance Check.
3 to GND 0V If > 0.25 V, check for short to PWR. Go to Harness Resistance Check.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and sensor Breakout Harness 4850. Leave
ECM and sensor disconnected. Use DMM to measure resistance.

3 to E-13 <5Ω If > 5 Ω, check EOP signal circuit for OPEN.
EGES-455-1
EOP Circuit Operation Fault Detection / Management

The EOP sensor is a variable capacitance sensor The ECM continuously monitors the control system. If
supplied with a 5 V VREF at Pin 2 from ECM Pin the sensor signal is higher or lower than expected, the
E-35. The sensor is grounded at Pin 1 from ECM Pin ECM will disable the EWPS, set a DTC, and turn on
E-28. The sensor returns a variable voltage signal the warning lamp.
from Pin 3 to ECM Pin E-13.
EGES-455-1
EOT Sensor (Engine Oil Temperature)
SPN FMI Condition

175 2 EOT in-range fault
175 3 EOT signal Out of Range HIGH
175 4 EOT signal Out of Range LOW
Figure 192 Function diagram for the EOT sensor
The function diagram for the EOT sensor includes the • Fuel Injector (INJ)
following:
Internal Sensor • Engine Lamps
• Engine Oil Temperature (EOT) Sensor
EGES-455-1
Function Sensor Location

The EOT sensor provides a feedback signal to the The EOT sensor is installed in the rear of the front
ECM indicating engine oil temperature. The ECM cover, left of the high-pressure pump assembly.
monitors the EOT signal to control fuel quantity and
Tools
timing throughout the operating range of the engine.
The EOT signal allows the ECM to compensate for oil • Electronic Service Tool (EST) with
viscosity variations due to temperature changes in the ServiceMaxx™ software (page 428)
operating environment, ensuring adequate power and
torque are available for all operating conditions.
Fast Idle Advance
Fast idle advance increases engine cold idle speed
up to 750 rpm (normally 700 rpm) for faster warmup
to operating temperature. This is accomplished by the • Breakout Harness 4602 (EOT)(page 430)
ECM monitoring the EOT sensor input and adjusting
the fuel injector operation accordingly.
(page 428)
Low idle speed is increased proportionally when the
engine oil temperature is between 15 °C (59 °F ) at
700 rpm to below -10 °C (14 °F ) at 750 rpm.
EGES-455-1
EOT Sensor End Diagnostics

175 2 EOT in-range fault • Biased EOT circuit or sensor
175 3 EOT signal Out of Range HIGH • EOT signal OPEN or short to PWR
• Failed EOT sensor
175 4 EOT signal Out of Range LOW • EOT signal circuit short to GND
• Failed EOT sensor
Figure 193 EOT circuit diagram
SPN 175 FMI 2 - EOT In Range Fault

3. Compare EOT with ECT 1 and IMT. All sensors should be within -12 °C (10 °F) of each other.
• If EOT is -12 °C (10 °F) above or below other sensors, check for biased EOT circuit or a
failed EOT sensor.
• If the circuits are acceptable, replace the failed EOT sensor.
EGES-455-1

engine surfaces.
the sensor.
DTC will go active.

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
EST – Check DTC SPN 175 If SPN 175 FMI 4 goes active, check EOT signal for short
EST – Check DTC SPN 175 If SPN 175 FMI 3 goes active, check EOT signal for
across 2 and GND
EST – Check DTC SPN 175 If SPN 175 FMI 3 goes active, check SIG GND for OPEN.
across 1 and 2
EGES-455-1
EOT Pin-point Diagnostics

Connect sensor Breakout Harness 4602. Leave sensor disconnected. Turn ignition switch to ON. Use
DMM to measure voltage.
1 to B+ B+ If <B+, check for OPEN or short to PWR.
Check.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and sensor Breakout Harness 4602. Leave
ECM and sensor disconnected. Use DMM to measure resistance.
EOT Circuit Operation Fault Detection / Management

The EOT is a thermistor sensor supplied with a 5 The ECM continuously monitors the control system.
V VREF at Pin 2 from ECM Pin E–66. The sensor If the sensor signal is higher or lower than expected,
is grounded at Pin 1 from ECM Pin E–28. As the ECM disregards the sensor signal and uses a
temperature increases, resistance of the thermistor calibrated default value. The ECM will set a DTC, turn
decreases. This causes signal voltage to decrease. on the engine lamp, and run the engine in a default
range of -20 °C (-4 °F) for starting, and 100 °C (212
°F) for engine running conditions.
EGES-455-1
ETV (Engine Throttle Valve)
SPN FMI Condition

51 2 ETP feedback signal error
51 7 ETP does not agree with commanded position
51 11 ETP operation fault – underVolt, overAmp, overTemp/ETP H-bridge Electrical Check
3464 3 ETC short to PWR
3464 4 ETC short to GND
Figure 194 Function diagram for the ETV
The function diagram for the ETV includes the • Engine Control Module (ECM)
following: with Barometric Absolute Pressure (BARO)
Internal Sensor
• Engine Lamp
• Engine Throttle Valve Control High (ETV-CH)
circuit • DPF Differential Pressure (DPFDP) Sensor
• Engine Throttle Valve Control High (ETV-CL) • DOC Inlet Temperature (DOCIT) Sensor
circuit
• Engine Throttle Position (ETP) Sensor
• DPF Outlet Temperature (DPFOT) Sensor
EGES-455-1

The ETV is used to control air/fuel mixture during a • Digital Multimeter (DMM) (page 427)
regeneration process of the AFT system. The ETV
is also used to insure a smooth engine shutdown by
restricting airflow to the engine at shutdown. • 3-Banana Plug Harness (page 429)
• Breakout Harness 4735A (ETV) (page 430)
Component Location
The ETV is installed on the air intake between the air
(page 428)
filter housing and EGR mixer duct.
Tools
EGES-455-1
ETV Actuator End Diagnostics

51 2 ETP feedback signal error • ETP signal fault
• ETV failure
51 7 ETP does not agree with command position • Sticking or failed ETV
51 11 ETV operation fault- underVolt, overAmp, • Sticking or failed ETV
overTemp/ ETP H-bridge Electrical Check
• ETV failure
3464 3 ETC short to PWR • ETC circuit short to PWR
• Failed ETV
3464 4 ETC short to GND • ETC circuit short to GND
• Failed ETV
Figure 195 ETV actuator circuit diagram
EGES-455-1

WARNING: To prevent personal injury or death, the sensor.
engine surfaces.
1. Using EST with ServiceMaxx™ software, open at suspected location. If the circuit is
the Continuous Monitor session. interrupted, the signal will spike and the
DTC will go active.
specification. See “APPENDIX A: • If code is active, proceed to the next step.
this manual.
EGES-455-1
ETV Actuator Circuit Check

Connect breakout harness. Leave ETV disconnected. Turn ignition switch to ON. Use EST to monitor signal
and DMM to measure voltage during Continuous Monitor test.
EST - Check DTC SPN 3464 If SPN 3464 FMI 3, check ETP signal for short to PWR.
FMI 4
DMM - Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
EST - Check DTC SPN 3464 If SPN 3464 FMI 4, check ETP signal for OPEN. Go to
FMI 3 Harness Resistance Check.
and 1
DMM - Measure volts B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
3 to B+
DMM - Measure volts B+ If < B+, check ETV-CL for OPEN or short to GND. Go to
2 to GND
DMM - Measure volts B+ If < B+, check ETV-CH for OPEN or short to GND. Go to
6 to GND
ETV Actuator Pin-point Diagnostics

Connect breakout harness. Leave actuator disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
3 to GND 0V If > 0.25 V, check SIG GND for short to PWR.
Resistance Check.
5 to GND 0V If > 0.25 V, check ETP for short to PWR. Go to Harness Resistance Check.
2 to GND B+ If < B+, check ETV–CL for OPEN or short to GND. Go to Harness
Resistance Check.
6 to GND B+ If < B+, check ETV–CH for OPEN or short to GND. Go to Harness
Resistance Check.
If checks are within specification, go to Connector Resistance Check to GND.
EGES-455-1

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and actuator breakout harness. Leave ECM and
actuator disconnected. Use DMM to measure resistance.
5 to E-68 <5Ω If > 5 Ω, check ETP signal circuit for OPEN
3 to E-28 <5Ω If > 5 Ω, check SIG GND circuit for OPEN
2 to E-57 <5Ω If > 5 Ω, check ETV–CL circuit for OPEN
2 to E-75 <5Ω If > 5 Ω, check ETV–CL circuit for OPEN
6 to E-58 <5Ω If > 5 Ω, check ETV–CH circuit for OPEN
6 to E-76 <5Ω If > 5 Ω, check ETV–CH circuit for OPEN
1 to E-35 <5Ω If > 5 Ω, check VREF circuit for OPEN
EGES-455-1
ETP sensor causes ETVL circuit to go low. The opposite occurs

when the valve is commanded open.
The ETP is a potentiometer sensor that is supplied
with a 5 V VREF at Pin 1 from ECM Pin E-35. The Variable voltage is needed to move the valve. Very
sensor is grounded at Pin 3 from ECM Pin E-28. The little voltage is needed to maintain its position.
sensor returns a variable voltage signal from Pin 5 to
ECM Pin E-68. Fault Detection / Management
The ECM will continuously monitor the ETVP sensor.
ETV actuator
If the sensor signal is higher or lower then expected,
The ECM controls the ETV with a Pulse Width the ECM will set a DTC and turn on the engine lamp.
Modulation (PWM) signal through H-bridge circuitry.
An open or short on the ETV controlling circuits can
PWM voltage is supplied by a series of pulses. To only be detected by on-demand output circuit check
control motor speed, it varies (modulates) the width of during KOEO Standard Test. If there is a circuit fault
the pulses. detected, a DTC will set.
H-bridge is a bipolar circuit. The ECM controls the
ETV to close by driving the ETVH circuit high, this
EGES-455-1
EWPS (Engine Warning and Protection System)
SPN FMI Condition

100 1 Engine Oil System below Critical Pressure
100 18 Engine Oil System below Warning Pressure
110 0 Engine Coolant System above Critical Temperature
110 15 Engine Coolant System above Warning temperature
111 1 Low Engine Coolant Level
175 15 Engine Oil System above Warning Temperature
190 0 Engine Overspeed - Most Severe Level
Figure 196 Function diagram for the EWPS
The function diagram for the EWPS includes the • Camshaft Position (CMP) Sensor
following:
• Engine Oil Pressure (EOP) Switch
• Engine Coolant Temperature 1 (ECT1) Sensor
Internal Sensor • Engine Coolant Level (ECL) Sensor
• Crankshaft Position (CKP) Sensor • Engine Lamps
EGES-455-1
Function • ECL - Low engine coolant level warning

The Engine Warning Protection System (EWPS) 3-way Protection – Engine shutdown is available if
warns the operator of conditions that can damage the critical condition is detected.
engine.
• ECT, EOP, ECL - Same as 3-way Warning
The Standard Warning System is the base system
• ECT - Engine over-heat critical protection
with which all engines are equipped. If one of these
faults is detected, the ECM will illuminate the red • EOP - Low engine oil pressure critical protection
OIL/WATER (OWL) lamp and set a corresponding
• ECL - Low engine coolant level critical protection
DTC.
Warning – Temperature above specific threshold will
Standard Warning – No engine shutdown available.
sound a buzzer, illuminate the red OWL and set a
• RPM - Engine over-speed warning DTC.
• ECT - Engine over-heat warning Critical – Temperature above specific threshold will
shutdown the engine and set a DTC. The operator
The following optional features of the base system
has 30 seconds to safely pull vehicle off the road
provide added warning or protection.
before the engine shuts off. A red STOP ENGINE
2-way Warning – No engine shutdown available. warning lamp will illuminate when engine shutdown
is approaching. The ECM allows the engine to be
• ECT - Engine over-heat warning
restarted and run for 30-second periods.
• EOP - Low engine oil pressure warning
Event log – This feature will log occurrences of the
3-way Warning – No engine shutdown available. event according to the engine hours and odometer
readings.
• ECT - Engine over-heat warning
• EOP - Low engine oil pressure warning
EGES-455-1
EWPS Programmable Parameters EOP RPM Boundary 1. Failure to meet set point will
turn on the OIL/WATER lamp and warning buzzer.
ENG-PROT-MODE
EOP Warning Pressure Region 2 – Specifies the
• 0 = Standard Warning
minimum oil pressure with engine speed greater
• 1 = 3-way Warning than EOP RPM Boundary 1 but less than EOP RPM
Boundary 2. Failure to meet set point will turn on the
• 2 = 3-way Protection
OWL and warning buzzer.
• 3 = 2-way Warning
EOP Warning Pressure Region 3 – Specifies the
Engine Coolant Warning Temp – Specifies minimum oil pressure with engine speed greater
temperature threshold. An OWL and warning buzzer than EOP RPM Boundary 2 but less than EOP RPM
will be turned on. Boundary 3. Failure to meet set point will turn on the
OWL and warning buzzer.
Engine Coolant Warning Temp – Specifies
temperature threshold. An engine shutdown will Engine oil critical pressure for region 1 – Specifies the
be commanded. minimum oil pressure with engine speed greater than
EOP RPM Boundary 1. Failure to meet set point will
EOP RPM Boundary 1 – Specifies at what RPM a
command an engine shutdown.
specified oil pressure (engine oil critical pressure for
region 1) should be detected. Engine oil critical pressure for region 2 – Specifies
the minimum oil pressure with engine speed greater
than EOP RPM Boundary 1 but less than EOP RPM
Boundary 2. Failure to meet set point will command
region 2) should be detected.
an engine shutdown.
Engine oil critical pressure for region 3 – Specifies
the minimum oil pressure with engine speed greater
region 3) should be detected.
than EOP RPM Boundary 2 but less than EOP RPM
EOP Warning Pressure Region 1 – Specifies the Boundary 3. Failure to meet set point will command
minimum oil pressure with engine speed greater than an engine shutdown.
EGES-455-1
SPN 100 FMI 1 SPN 110 FMI 0

Engine Oil System below critical pressure Engine Coolant System above Critical Temperature
• SPN 100 FMI 1 is set by the ECM, when the • SPN 110 FMI 0 is set by the ECM when the
engine oil pressure drops below the critical level engine coolant temperature is above 116 °C (240
while the engine is running. The specifications °F). The ECM illuminates the red lamp. When
are: the temperature drops below 116 °C (240 °F),
the DTC will become inactive. For diagnostics,
• 14 kPa (2 psi) @ 700 rpm
see Coolant Over-Temperature in the “ENGINE
• 34 kPa (5 psi) @ 1400 rpm SYMPTOMS DIAGNOSTICS” section of this
manual.
• 152 kPa (22 psi) @ 2000 rpm
• For high altitude applications 103 kPa (15 psi)
• For diagnostics, see Low Oil Pressure in
radiator cap, SPN 110 FMI 0 is set by the ECM
“ENGINE SYMPTOMS DIAGNOSTICS”.
when the engine coolant temperature is above
• SPN 100 FMI 1 can be set by an open, circuit short 119 °C (246 °F). When the temperature drops
to voltage source in the EOP circuit, a loose or below 119 °C (246 °F), the DTC will become
failed EOP switch, or low oil pressure. inactive.
• When SPN 100 FMI 1 is active, the red lamp
SPN 110 FMI 15
flashes and sounds an audible signal.
Coolant System above warning temperature
SPN 100 FMI 18 • SPN 110 FMI 15 is set by the ECM when the
Engine Oil System below warning pressure engine coolant temperature is above 113 °C (235
°F). The ECM illuminates the red lamp (OWL
• SPN 100 FMI 18 is set by the ECM, when engine
for CF). When the temperature drops below
oil pressure is lower than expected while the
113 °C (235 °F) the DTC will become inactive.
engine is running. The specifications for the
For diagnostics, see Coolant Over-Temperature
warning are:
in the “ENGINE SYMPTOMS DIAGNOSTICS”
• 34 kPa (5 psi) @ 700 rpm section of this manual.
• 69 kPa (10 psi) @ 1400 rpm • For high altitude applications 103 kPa (15 psi)
radiator cap, SPN 110 FMI 15 is set by the ECM
• 138 kPa (20 psi) @ 2000 rpm
when the engine coolant temperature is above
• For diagnostics, see Low Oil Pressure 116 °C (240 °F). When the temperature drops
Diagnostics in the “ENGINE SYMPTOMS below 116 °C (240 °F), the DTC will become
DIAGNOSTICS”. inactive.
• SPN 100 FMI 18 can be set by an open, circuit
short to voltage source in the EOP circuit, a loose
or failed EOP switch, or low oil pressure.
• When SPN 100 FMI 18 is active, the red lamp is
illuminated.
EGES-455-1
SPN 111 FMI 1 SPN 190 FMI 0

Low Engine Coolant Level Engine Overspeed - Most Severe Level
• SPN 111 FMI 1 is set by the ECM when coolant is • SPN 190 FMI 0 is set by the ECM when the engine
low. When the EWPS mode is 3-way protection rpm has exceeded 3200 rpm.
and SPN 111 FMI 1 is active, the engine will
• SPN 190 FMI 0 can be set due to any of the
shutdown. The ECM will log the engine hours
following conditions:
and odometer reading at the time of occurrence.
After the shutdown, the engine can be restarted • Excessive engine speed in an unintended
for thirty seconds. When the coolant has returned downshift.
to correct levels, SPN 111 FMI 1 will become
• Steep acceleration downhill without correct
active.
brake application.
NOTE: If the coolant level is correct, do ECL
• External fuel source being ingested into air
Connector Voltage Test in this section. An ECL
intake system.
signal shorted to ground can cause SPN 111 FMI 1.
• When SPN 190 FMI 0 is active, Amber Warning
Lamp (AWL) will illuminate and engine hours and
SPN 175 FMI 15
miles of the last two overspeed occurrences will
Engine Oil System above Warning Temperature
be recorded in the engine event log.
• SPN 175 FMI 15 is set by the ECM when Engine
Oil Temperature (EOT) is above 127°C (261°F).
The ECM illuminates the red lamp (OWL). When
the temperature drops below 127°C (261°F)
the DTC will become inactive. For diagnostics,
see Coolant Over-Temperature in the “ENGINE
SYMPTOMS DIAGNOSTICS” section of this
manual.
EGES-455-1
FDP Sensor (Fuel Delivery Pressure)
SPN FMI Condition

94 3 FDP signal Out of Range HIGH
94 4 FDP signal Out of Range LOW
Figure 197 Function diagram for the FDP sensor
The function diagram for the FDP sensor includes the Sensor Location
following:
The FDP sensor is installed in the fuel filter housing
• Engine Control Module (ECM) on the left side of the crankcase.
Tools
Internal Sensor
• Fuel Delivery Pressure (FDP) Sensor
• Engine Lamps
The FDP sensor provides a feedback signal to the • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
ECM indicating engine fuel pressure. During engine
operation, if pressure is not satisfactory, the ECM will
turn on the amber FUEL lamp to alert the operator • Breakout Harness 4850 (FDP) (page 432)
when the fuel filter needs servicing.
NOTE: The Fuel Delivery Pressure sensor is only (page 428)
capable of measuring up to 517 kPa (75 psi)
of pressure, even though fuel pressure normally
operates at 621 kPa (90 psi).
EGES-455-1
FDP Sensor End Diagnostics

94 3 FDP signal Out-of-Range HIGH • FDP signal circuit short to PWR
• Failed FDP sensor
94 4 FDP signal Out-of-Range LOW • FDP signal circuit OPEN or short to GND
• Failed FDP sensor
Figure 198 FDP circuit diagram

WARNING: To prevent personal injury or death, the sensor.
engine surfaces. • If code is inactive, monitor the signal
1. Using EST and ServiceMaxx™ software, open at suspected location. If the circuit is
the Continuous Monitor session. interrupted, the signal will spike and the
2. Verify sensor voltage is within KOEO DTC will go active.
specification. See “APPENDIX A: • If code is active, proceed to the next step.
this manual. 4. Disconnect engine harness from sensor.
EGES-455-1

EST – Check DTC SPN 94 If SPN 94 FMI 3 is active, check EFP signal for short to
FMI 4 PWR.
EST – Check DTC SPN 94 If SPN 94 FMI 4 is active, check FDP signal for OPEN or
Short breakout harness
across 2 and 3
DMM – Measure volt B+ If < B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to B+
FDP Pin-point Diagnostics

measure voltage.
1 to B+ B+ If < B+, check for OPEN in SIG GND circuit.
Resistance Check.
3 to GND 0V If > 0.25 V, check for short to PWR. Go to Harness Resistance Check.
EGES-455-1

3 to E-32 <5Ω If > 5 Ω, check EFP signal circuit for OPEN.
FDP Circuit Operation Fault Detection / Management

The FDP sensor is a variable capacitance sensor The ECM continuously monitors the control system.
supplied with a 5 V VREF at Pin 2 from ECM Pin If the sensor signal is higher or lower than expected,
E-35. The sensor is grounded at Pin 1 from ECM Pin the ECM disregards the sensor signal and uses a
E-28. The sensor returns a variable voltage signal calibrated default valve. The ECM will set a DTC, turn
from Pin 3 to ECM Pin E-32. on the engine lamp, and run the engine in a default
range.
EGES-455-1
IAH System (Inlet Air Heater)
SPN FMI Condition

None
Figure 199 Function diagram for the IAH system
The function diagram for the IAH system includes the Component Location
following:
The IAH is installed in the intake manifold behind the
• Engine Control Module (ECM) inlet throttle body. The IAH relay is installed on the left
with Barometric Absolute Pressure (BARO) side of the engine on the ECM bracket.
Internal Sensor
Tools
• Inlet Air Heater (IAH) Relay
• Inlet Air Heater (IAH) Element ServiceMaxx™ software (page 428)
• Engine Coolant Temperature 1 (ECT1) Sensor • NAVCoM or NAVLink Interface Kit (page 429)
• Engine Oil Temperature (EOT) Sensor • Digital Multimeter (DMM) (page 427)
• Wait to Start Lamp • EXP-1000 HD by Midtronics (page 427)
• Breakout Harness 6025 (IAH) (page 435)
Function
The IAH system warms the incoming air supply prior
to cranking to aid cold engine starting during warmup.
The IAH system also helps load the engine during a
DPF regeneration.
EGES-455-1
IAH Pin-point Diagnostics

None Inactive IAH
Figure 200 IAH circuit diagram
NOTE: For this procedure, run the KOEO Standard

Test. Do not run the IAH test.
The KOEO Standard Test will enable the relay for

two seconds every time the test is run. The IAH test
only enables the relay twice for 45 seconds to prevent
element overheating.
Amperage Draw Check

NOTE: Batteries must be fully charged before running this test.
Measure the amperage going to element. Run Glow Plug/IAH Output State Test. Use a DMM with an amp
probe. Set DMM to DCmV and zero amp clamp.
Element 125 amps ± 30 amps If 0 amps, go to Voltage Check on Relay Switch – Output
(within two seconds) State Test.
If > 0 amps, but below specification, check for corroded
terminals on relay, element, and power source. Go to
Element Resistance Check.
If > 0 amps, but below specification, and element and wiring checks out acceptable, replace the relay.
EGES-455-1
Element Resistance Check

Turn ignition switch to OFF. Use a DMM to measure resistance from heater element to engine GND.
Element < 0.5 Ω If > 0.5 Ω, replace failed heater element.
to GND
Voltage Check on Relay Switch – Output State Test

Turn ignition switch to OFF. Use DMM to measure voltage on relay B+ side.
Relay B+ If < B+, check large PWR circuit to relay for OPEN,
B+ side to GND corroded terminal, or blown fuse link.
Turn ignition switch to ON. Run KOEO Standard Test (IAH is commanded on for two seconds during this
test). Use DMM to measure voltage when relay is commanded on.
Relay B+ If 0 V, go to Voltage Check on Relay Coil – Output State
Output side to GND Test.
Element B+ If < B+, check for corroded terminals on relay and element.
to GND Go to Amperage Check.
Voltage Check on Relay Coil – Output State Test

Disconnect relay connector. Turn ignition switch to ON. Use DMM to measure voltage.
IAH Relay
Pin 1 to B+ B+ If <B+, check for OPEN .
Pin 2 to GND 2. 74 V If < 2 V, check for OPEN or short to GND. Go to Harness
Resistance Check – Relay Coil.
Run KOEO Standard Test (IAH is commanded on for two seconds during this test). Use DMM to measure
voltage when relay is commanded on.
IAH Relay
Pin 2 to GND B+ If < B+, check IAH control circuit for OPEN. Go to Harness
Resistance Check – Relay Coil.
Pin 1 to 2 B+
If < B+ check GND circuit for OPEN. Go to harness
Resistance Check.
If voltage checks at relay coil are acceptable, but voltage checks at relay switch failed, replace the relay.
EGES-455-1
Harness Resistance Check – Relay Coil Circuits

Turn ignition to OFF. Connect 180-Pin Breakout Box. Leave ECM and relay disconnected. Use DMM
to measure resistance.
IAH Relay
Pin 2 to E-59 <5Ω If > 5 Ω, check IAH control circuit for OPEN.
Pin 1 to GND <5Ω If > 5 Ω, check ACT PWR GND for OPEN circuit.
E-59 to GND > 1 kΩ If < 1 kΩ, check IAH control for short to GND.
Harness Resistance Check – Relay Switch Circuits

Turn ignition to OFF. Use DMM to measure resistance.
IAH Relay < 0.5 Ω If > 0.5 Ω, check for OPEN circuit or corroded terminals.
Output side to
element
Disconnect both battery GND cables. Use DMM to measure resistance.
WARNING: To prevent personal injury or death, always disconnect main negative battery cable first.
Always connect the main negative battery cable last.
IAH Relay < 0.5 Ω If > 0.5 Ω, check for OPEN circuit or corroded terminals.
B+ side to battery
positive post
If circuits and element are within specifications, but failed amperage test, replace the relay.
IAH Circuit Operation coil is grounded at Pin 1 through Pin 12 of the 24-Pin
connector, from chassis harness ground. See vehicle
The ECM controls the WAIT TO START lamp and
electrical diagrams.
IAH element, based on ECT, EOT, and BARO (inside
ECM). The WAIT TO START lamp (0 to 10 seconds) The power is supplied to the switch side of each relay
ON-time is independent from the IAH element (0 to 45 from the starter motor through a fusible link. When
seconds) ON-time. the relay is energized, power is supplied to the heating
element, which is grounded to the intake manifold.
The ECM controls the WAIT TO START lamp through
the J1939 to the EGC.
DTCs
The ECM uses one relay to control the IAH element.
There are no DTCs for the IAH System.
The ECM will energize the relay by supplying power
from Pin E-59 to Pin 2 on the relay coil. The relay
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ICP Sensor (Injection Control Pressure)
SPN FMI Condition

164 0 ICP above KOEO Spec
164 3 ICP signal Out of Range HIGH
164 4 ICP signal Out of Range LOW
Figure 201 Function diagram for the ICP sensor
The function diagram for the ICP sensor includes the Sensor Location
following:
The ICP sensor is installed in the high-pressure oil rail,
• Engine Control Module (ECM) under the valve cover.
Tools
Internal Sensor
• Injection Control Pressure (ICP) Sensor
• Engine Lamp
Function • 3-Banana Plug Harness (page 429)
The ICP sensor provides a feedback signal to the • Breakout Harness 4952 (ICP) (page 434)
ECM, indicating injection control pressure. The ECM
monitors ICP as the engine is operating, to modulate
(page 428)
the IPR. This is a closed loop function in which the
ECM continuously monitors and adjusts for ideal ICP
determined by conditions such as load, speed, and
temperature.
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ICP Sensor End Diagnostics

164 0 ICP above KOEO Spec • Biased ICP circuit or sensor
164 3 ICP signal Out of Range HIGH • ICP signal circuit OPEN or short to PWR
• Failed ICP sensor
164 4 ICP signal Out of Range LOW • ICP signal circuit short to GND
• VREF-6 circuit OPEN
• Failed ICP sensor
Figure 202 ICP circuit diagram
SPN 164 FMI 0 - signal above KOEO Spec

Check for Biased sensor of circuit
3. Verify S_ICP volts are within specification. See “APPENDIX A: PERFORMANCE SPECIFICATIONS”
in this manual.
• If voltage is not within specification, check circuitry for poor continuity. If circuits are acceptable,
replace ICP sensor.
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engine surfaces.
the sensor.
DTC will go active.
3. Disconnect engine harness from valve cover
connector.
harness. Leave valve cover disconnected.

Disconnect gray 8-pin valve cover connector. Turn ignition switch to ON. Use EST to verify correct DTC
goes active when corresponding fault is induced. Use DMM to measure circuits.
EST – Check DTC SPN 164 If SPN 164 FMI 4 goes active, check ICP signal for short
FMI 3 to GND.
DMM – volts B+ If <B+, check SIG GND for OPEN. Go to Harness
Resistance Check.
7 to B+
EST – Check DTC SPN 164 If SPN 164 FMI 3 goes active, check ICP signal for
and 7
If checks are within specifications, connect sensor and clear DTCs. If active code remains, check under
valve cover harness for OPENs or shorts. If within specifications, replace sensor.
EGES-455-1
ICP Pin-point Diagnostics

Disconnect gray 8-pin valve cover connector. Turn ignition switch to ON. Use DMM to measure voltage.
6 to GND 5 V ± 0.5 V If > 5.5 V, check ICP short to PWR.
If < 4.5 V, check ICP for OPEN or short to GND. Go to Harness Resistance
Check.
7 to B+ B+ If <B+, check for short to PWR.
Resistance Check.
Under Valve Cover Resistance Check to Engine GND
Connect Breakout Harness 4793 to UVC connector plug. Leave engine harness disconnected. Use DMM

Turn ignition switch to OFF. Remove gray 8-pin valve cover connector. Connect 180-Pin Breakout Box and
sensor Breakout Harness. Leave the ECM and valve cover connector disconnected. Use DMM to measure
resistance.
D-14 to 7 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
D-14 to GND > 1 kΩ If < 1k Ω, check for short to GND.
D-15 to 6 <5Ω If > 5 Ω, check ICP signal circuit for OPEN.
D-15 to GND > 1 kΩ If < 1k Ω, check for short to GND.
D-13 to 8 <5Ω If > 5 Ω, check VREF circuit for OPEN.
D-13 to GND > 1 kΩ If < 1 kΩ, check for short to GND.
EGES-455-1
ICP Circuit Operation Fault Detection / Management

The ICP sensor is a micro-strain gauge sensor The ECM continuously monitors the signal of the ICP
supplied with a 5 V VREF at sensor, connector Pin 2, sensor to determine if the signal is within an expected
through Pin 8 of gray UVC connector, from ECM Pin range. If the sensor signal is higher or lower then
D-13. The sensor is grounded at sensor connector expected, the ECM disregards the sensor signal and
Pin 1, through Pin 7 of gray UVC connector, from uses a calibrated default value. The ECM will set a
ECM Pin D-14. The sensor returns a variable voltage DTC, turn on the engine lamp, and run the engine in
signal at sensor connector Pin 3, through Pin 6 of a default range.
gray UVC connector, to ECM Pin D-15.
EGES-455-1
ICP System (Injection Control Pressure)
SPN FMI Condition

164 1 ICP unable to Build During Engine Cranking
164 10 ICP Abnormal Rate of Change
164 13 ICP adaptation In-Range fault
164 15 ICP too high during test
164 16 ICP above desired level
164 17 ICP unable to build during test
164 18 ICP below desired level
Figure 203 Function diagram for the ICP system
The ICP system includes the following: • High-pressure Oil Hose

• Engine Control Module (ECM) • Fuel Injectors (INJ)
• Injection Pressure Regulator (IPR) Valve
Internal Sensor
• Injection Control Pressure (ICP) sensor
• High-pressure Pump
• Engine Lamp
• High-pressure Oil Manifold
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Function cover (left side of engine). The high-pressure oil

manifold is installed under the valve cover, directly
The ICP system is a mechanical hydraulic system,
over the injectors. The ICP sensor is installed on the
electronically controlled by the ECM to intensify fuel
high-pressure oil manifold.
pressure in the fuel injectors. The ECM controls the
IPR valve while monitoring the ICP sensor to provide Tools
the engine with the desired starting and operating
pressures.
System Component Location • NAVCoM or NAVLink Interface Kit (page 429)
The IPR valve is installed in the high-pressure pump
assembly, which is mounted on the rear of the front
EGES-455-1
ICP System Diagnostics

164 1 ICP unable to build during engine • IPR circuit fault
cranking
• Failed IPR valve
• ICP System leak
• Failed High Pressure Pump
164 10 ICP abnormal rate of change • Biased ICP sensor or circuit
• ICP sensor or circuit fault
• ICP valve or circuit fault
164 13 ICP adaptation in range fault • ICP system leak
• IPR valve or circuit fault
• Failed High Pressure Pump
164 15 ICP too high during test • Biased ICP sensor or circuit
• IPR circuit fault or failed (sticking) valve
164 16 ICP above desired level • Biased ICP sensor or circuit
164 17 ICP unable to build during test • Biased ICP sensor or circuit
• Trapped air in ICP system (after system was
opened)
• Aerated or contaminated engine oil
• High-pressure pump failure
164 18 ICP below desired level • Biased ICP sensor or circuit
• Trapped air in ICP system (after system was
opened)
• Aerated or contaminated engine oil
• High-pressure oil pump failure
EGES-455-1
WARNING: To prevent personal injury or death, make sure the parking brake is set, the transmission
is in neutral or park, and the wheels are blocked when running the engine in the service bay.
WARNING: To prevent personal injury or death, stay clear of rotating parts (belts and fan) and hot
engine surfaces.
SPN 164 FMI 1 – ICP unable to build during engine cranking

SPN 164 FMI 10 – ICP abnormal rate of change
SPN 164 FMI 13 – ICP adaptation in range fault
SPN 164 FMI 15 – ICP too high during test
SPN 164 FMI 16 – ICP above desired level
SPN 164 FMI 17 – ICP unable to build during test
SPN 164 FMI 18 – ICP below desired level
Pin-point ICP System Fault
1. Check repair history for recent ICP system repairs.
Trapped air in the system from recent repair can cause erratic pressure. To purge air from system,
find an open stretch of road and drive the vehicle for a minimum of 20 miles.
2. Check engine oil for correct level and grade. Inspect for contamination or debris.
3. Check for other active or inactive ICP DTC’s. See ICP Sensor in this section and check ICP
KOEO specification.
4. Check for IPR DTC by running KOEO Standard test. See IPR in this section and check harness
connection.
5. Check for intermittent circuit faults on ICP sensor or IPR valve.
Open Continuous monitor session and run Continuous monitor test. With engine at low idle, wiggle
harness connection on the ICP, IPR, 24–pin, and 42–pin connectors.
6. Check for aerated oil at high idle. See “APPENDIX A: PERFORMANCE SPECIFICATIONS”.
7. Check the ICP system for leaks. See “HARD START AND NO START DIAGNOSTICS”.
EGES-455-1
SPN 164 FMI 1 – ICP unable to build pressure during cranking

Pin-point ICP System Fault
1. Check harness connection to ICP, IPR, and ECM.
2. Check repair history for recent ICP system repairs.
• Trapped air in the system from recent repair can cause erratic pressure. To purge air from
system, find an open stretch of road and drive the vehicle for a minimum of 20 miles.
3. Check engine oil for correct level and grade. Inspect for contamination or debris.
Verify lube oil pressure and delivery to reservoir during engine crank. See “HARD START AND
NO START DIAGNOSTICS”.
4. Check for other active or inactive ICP DTC’s. See ICP Sensor in this section of manual and check
ICP KOEO specification.
5. Check for IPR DTC by running KOEO Standard test. See IPR in this section of manual and check
harness connection.
6. Check for intermittent circuit faults on ICP sensor or IPR valve.
Open Continuous monitor session and run Continuous monitor test. With engine at low idle, wiggle
harness connection on the ICP, IPR, 24-Pin, and 42-pin connectors.
7. Check the ICP system for leaks. See “HARD START AND NO START DIAGNOSTICS”.
ICP System Operation ICP sensor. This provides the engine with the desired
starting and operating pressure. When demand for
Mechanical Operation ICP increases, the ECM will increase duty cycle to
the IPR valve. When demand for ICP decreases, the
Engine lube oil is supplied to the ICP reservoir
ECM will decrease the duty cycle to the IPR valve.
that feeds the high-pressure pump. The IPR valve
regulates the pressure by closing or opening the When the ECM detects an error in the closed loop
valve. The discharged oil passes through the injectors system, a DTC is set and the ECM will disregard
and drains to the oil sump. If equipped with optional the ICP signal and control the IPR valve from
engine brake, the oil can also drain through ECB. programmed default values. This is called open
loop operation.
Electrical Operation
The ICP system is a closed loop system. The ECM
controls the IPR valve duty cycle while monitoring the
EGES-455-1
Fault Detection / Management The ECM monitors ICP during engine cranking. If
pressure does not build to the minimum starting
The DTCs associated with this system may indicate
pressure within a set time, a DTC will set.
an electrical or mechanical problem with the ICP
system. The KOER Standard test (EST with ServiceMaxx™
software) can be used to command the ECM to
The ECM continuously monitors the ICP sensor
perform an engine running test on the ICP system.
to ensure the system constantly provides correct
The ECM controls the IPR in a programmed sequence
pressure. When feedback from the ICP sensor
while monitoring the ICP sensor. If pressure set points
does not meet desired pressure, the ECM will set
do not match the expected testing range, a DTC will
a DTC and illuminate the engine lamp. The ECM
be set.
will disregard the ICP sensor signal and control the
IPR valve from programmed default values until the An electrical fault on the IPR can be detected by
system is diagnosed and repaired. running the Output Circuit test during the KOEO
Standard test. If a fault is detected, a DTC will be set.
EGES-455-1
IMP Sensor (Intake Manifold Pressure)
SPN FMI Condition

102 2 IMP signal does not agree with BARO
102 3 IMP signal Out of Range HIGH
102 4 IMP signal Out of Range LOW
102 7 IMP signal not responding as expected
Figure 204 Function diagram for the IMP sensor
EGES-455-1
The function diagram for the IMP sensor includes the Sensor Location
following:
The IMP sensor is installed in the intake manifold, left
• Engine Control Module (ECM) of the IMT sensor.
Tools
Internal Sensor
• Exhaust Gas Recirculation (EGR)
• Engine Lamp
Function • 3-Banana Plug Harness (page 429)
The ECM uses the IMP sensor signal to assist • Breakout Harness 4850 (IMP) (page 432)
in calculation of the EGR percentage. The ECM
monitors the IMP signal to determine intake manifold
(page 428)
(boost) pressure. From this information, the ECM can
optimize fuel rate and injection timing for all engine
operating conditions.
EGES-455-1
IMP Sensor End Diagnostics

102 2 IMP signal does not agree with BARO • Biased IMP circuit or sensor
102 3 IMP signal Out of Range HIGH • IMP signal circuit OPEN or short to PWR
• Failed IMP sensor
102 4 IMP signal Out of Range LOW • IMP signal circuit OPEN or short to GND
• VREF-2 circuit OPEN
• Failed IMP sensor
102 7 IMP signal not responding as expected • Biased IMP sensor or circuit
Figure 205 IMP circuit diagram
SPN 102 FMI 0 - IMP signal does not agree with BARO
Check for Biased sensor or circuit
1. Turn ignition switch to ON, engine OFF
3. Verify S_IMP Volts are within specification. See “APPENDIX A: PERFORMANCE
• If voltage is not within specification, check circuitry for poor continuity. If circuits are acceptable,
replace IMP sensor.
EGES-455-1

engine surfaces.
1. Using EST and ServiceMaxx™ software, open
the sensor.
DTC will go active.
• If code is active, go to the next step.

Connect sensor breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use EST to
EST – Check DTC SPN 102 If SPN 102 FMI 3 is active, check IMP signal for short
FMI 4 to PWR.
EST – Check DTC SPN 102 If SPN 102 FMI 4 is active, check IMP signal for OPEN or
and 3
DMM – Measure resistance <5Ω If > 5 Ω, check SIG GND for OPEN. Go to Harness
Resistance Check.
1 to GND
EGES-455-1
IMP Pin-point Diagnostics

Connect breakout harness. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to measure
voltage.
Resistance Check.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and sensor breakout harness. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
3 to E-48 <5Ω If > 5 Ω, check IMP signal circuit for OPEN.
IMP Circuit Operation The ECM continuously monitors the control system.
If sensor signal is higher or lower than expected,
The IMP sensor is a variable capacitance sensor that
is supplied with a 5 V VREF at Pin 2 from ECM Pin
calibrated default value. The ECM will set a DTC,
E-35. The sensor is grounded at Pin 1 from ECM Pin
turn on the engine lamp, run the engine in a default
E-28. The sensor returns a variable voltage signal
range, and disable the EWPS.
from Pin 3 to ECM Pin E-48.

The ECM monitors the BARO sensor as a baseline for
zeroing the IMP and EBP signals.
EGES-455-1
IMT Sensor (Intake Manifold Temperature)
SPN FMI Condition

105 2 IMT signal does not agree with other sensors
105 3 IMT signal Out of Range HIGH
105 4 IMT signal Out of Range LOW
Figure 206 Function diagram for the IMT sensor
The function diagram for the IMT sensor includes the Sensor Location
following:
The IMT sensor is located in the intake manifold, next
• Engine Control Module (ECM) to the IMP sensor.
Tools
Internal Sensor
• Intake Manifold Temperature (IMT) Sensor
• Exhaust Gas Recirculation (EGR)
• Engine Lamp
The IMT sensor provides a feedback signal to the • 3-Banana Plug Harness (page 429)
ECM indicating manifold air temperature. The ECM
• Breakout Harness 4993 (IMT) (page 434)
controls the EGR system based on the air temperature
in the intake manifold. This aids in cold engine starting • International® Electronic Engine Terminal Test Kit
and warmups, and also reduces exhaust emissions. (page 428)
EGES-455-1
IMT Sensor End Diagnostics

105 2 IMT signal does not agree with other • Biased IMT sensor or circuit
sensors
105 3 IMT signal Out of Range HIGH • IMT signal circuit OPEN or short to PWR
• Failed IMT sensor
105 4 IMT signal Out of Range LOW • IMT signal circuit short to GND
• Failed IMT sensor
Figure 207 IMT circuit diagram
SPN 105 FMI 2 - IMT signal does not agree with other sensors
3. Compare Intake Manifold Temp, Engine Coolant Temp 1, and Engine Oil Temp. All sensors should
be within -12 °C (10 °F) of each other.
• If IMT is -12 °C (10 °F) above or below of the other sensors. Check for poor circuitry going to
the IMT sensor.
• If the circuits are acceptable, replace the failed IMT sensor.
EGES-455-1

engine surfaces.
the sensor.
DTC will go active.

EST – Check DTC SPN 105 If SPN 105 FMI 4 is active, check IMT signal for short to
FMI 3 GND. Go to Harness Resistance Check.
EST – Check DTC SPN 105 If SPN 105 FMI 3 is active, check IMT signal for OPEN.
across 2 and GND
EST – Check DTC SPN 105 If SPN 105 FMI 3 is active, check SIG GND for OPEN.
across 1 and 2
EGES-455-1
IMT Pin-point Diagnostics

measure voltage.
Check.

IMT Circuit Operation Fault Detection / Management

The IMT is a thermistor sensor that is supplied with The ECM continuously monitors the control system.
a 5 V VREF at Pin 2 from ECM Pin E–15. The If the sensor signal is higher or lower than expected,
sensor is grounded at Pin 1 from ECM Pin E–28. the ECM disregards the sensor signal and uses a
As the temperature increases, the resistance of the calibrated default value. The ECM will set a DTC, turn
thermistor decreases. This causes the signal voltage on the engine lamp, and run the engine in a default
to decrease. range.
EGES-455-1
Injector Circuits

651 - 4 Injector (#) open coil - short circuit • Injector (#) open coil circuit short to GND
656
• Injector (#) open coil circuit OPEN
651 - 5 Injector (#) open coil - open circuit • Injector (#) open coil circuit short to GND
656
• Injector (#) open coil circuit OPEN
2797 3 Injector Control Group 1 open coil Open coil short circuit on Injectors 1, 2 or 3
short
2797 4 Injector Control Group 1 close coil Closed coil short circuit on Injectors 1, 2 or 3
short
2798 3 Injector Control Group 2 open coil Open coil short circuit on Injectors 4, 5 or 6
short
2798 4 Injector Control Group 2 close coil Closed coil short circuit on Injectors 4, 5 or 6
short
3659 4 Injector 1 close coil – short circuit Injector closed coil circuit short to GND
3659 5 Injector 1 close coil – open circuit Injector closed coil circuit OPEN
3664 4 Injector 6 close coil – short circuit Close coil or open circuit fault
EGES-455-1
Figure 208 Function diagram for the INJ circuit
The function diagram for INJ circuit includes the Component Location
following:
The injectors are installed in the cylinder head, under
• Engine Control Module (ECM) the valve cover and under the high-pressure oil rail.
Tools
Internal Sensor
• Fuel injectors (INJ)
• Engine Lamp
The injector injects fuel into the cylinders. The ECM • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
controls the timing and the amount of fuel being
• Breakout Harness 4793 (UVC) (page 431)
sprayed from each injector. The ECM also controls
the ICP system to regulate fuel spray pressure. • International® Electronic Engine Terminal Test Kit
(page 428)
EGES-455-1
Injector 1 Checks
Figure 209 Injector 1 circuit diagram

shut engine down before doing voltage checks for
injector solenoids. When the engine is running,
injector circuits have high voltage and amperage.
CAUTION: To prevent engine damage, turn the
ignition switch OFF before disconnecting connectors.
Failure to turn the ignition switch OFF will cause a
voltage spike and damage to electrical components.
Injector 1 – Resistance Through Valve Cover Check

Turn ignition switch to OFF. Connect Breakout Harness 4793 to UVC connector 2. Use DMM to measure
resistance.
1 to GND > 1 kΩ
2 to GND > 1 kΩ If < 1 kΩ, check circuit for short to GND or injector coil for
3 to GND > 1 kΩ internal short.
4 to GND > 1 kΩ
EGES-455-1
Injector 1 - Coil Resistance Checks

Turn ignition switch to OFF. Connect Breakout Harness 4793 to UVC connector 2. Use DMM to measure
resistance.
1 to 2 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN through injector.
3 to 4 1.0 Ω ± 0.5 Ω If > 1.5 Ω, check for OPEN through injector.
1 to 3 > 1 kΩ If < 1 kΩ, check for cross-shorted circuits or injector coil
for internal short.
Injector 1 – Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box to ECM 36-pin connector. Leave ECM and valve
cover disconnected. Use DMM to measure resistance.
D-1 to 3 <5Ω If > 5 Ω, check for OPEN circuit.
EGES-455-1
Injector 2 Checks
WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To prevent engine damage, turn the ignition switch OFF before disconnecting connectors. Failure
to turn the ignition switch OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch to OFF. Connect Breakout Harness 4793 to the valve cover connector. Use DMM
5 to GND > 1 kΩ
8 to GND > 1 kΩ
Injector 2 – Coil Resistance Check

5 to 6 0.5 Ω to 1.5 Ω If > 1.5 Ω, check for OPEN circuit or OPEN injector coil.
5 to 7 > 1 kΩ If < 1 kΩ, check for cross shorted circuits or injector coil
for internal short.
EGES-455-1

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and injector circuit breakout to engine harness.
Leave ECM and valve cover disconnected. Use DMM to measure resistance.
EGES-455-1
Injector 3 Checks
Turn ignition switch to OFF. Connect Breakout Harness 4793 to valve cover connector. Use DMM to
measure resistance.
1 to GND > 1 kΩ
4 to GND > 1 kΩ
EGES-455-1

for internal short.

Leave ECM and UVC disconnected. Use DMM to measure resistance.
EGES-455-1
Injector 4 Checks
5 to GND > 1 kΩ
8 to GND > 1 kΩ

for internal short.
EGES-455-1

EGES-455-1
Injector 5 Checks
1 to GND > 1 kΩ
4 to GND > 1 kΩ
EGES-455-1

for internal short.

EGES-455-1
Injector 6 Checks
5 to GND > 1 kΩ
8 to GND > 1 kΩ

for internal short.
EGES-455-1

EGES-455-1
Injector Circuit Operation Fault Detection / Management

Each injector has an open and closed coil. The The ECM continuously monitors the amount of time
ECM controlling circuits run from the 36-way driver (rising time) taken by each coil to draw 20 A. The
connector, through the 8-way UVC connector, to the time is compared to calibrated values and the ECM
injector 4-pin connector. determines if a circuit or injector fault exists. Each
injector has six failure modes and three DTCs. A
When a coil needs to be energized, the ECM turns
failure can occur on the open or closed coil circuit.
on the high and low side driver. The high side output
When a fault is detected, a DTC will be set.
supplies the injectors with a power supply of 48 V DC
at 20 A. The low side output supplies a return circuit When a short to ground condition is detected on an
to each injector coil. injector (low or high side), the ECM discontinues
power to the shorted injector and operates the engine
High Side Drive Output on the remaining cylinders.
The ECM regulates the current at an average of 20 A. When the engine is running, the ECM can detect
When the current reaches 24 A, the ECM shuts off the individual injector coil and shorts to ground or battery.
high side driver. When the current drops to 16 A, the
ECM turns on the high side driver. KOEO Injector Test
This test allows the operator to enable all injector coils
Low Side Drive Return
when the engine is off, to verify circuit operation.
The injector solenoids are grounded through the low
During this test, injector solenoids will click in numeric
side return circuits. The ECM monitors the low side
order, not the firing order. If one or more injectors can
return signal for diagnostic purposes and utilizes the
not be heard, the injector is not working due to a circuit
fly-back current from the injector solenoids to help
fault, injector, or an ECM failure.
charge the drive capacitors internally to the ECM.
EGES-455-1
IPR (Injection Pressure Regulator)
SPN FMI Condition

679 3 IPR short to PWR
679 4 IPR open or short to GND
Figure 215 Function diagram for the IPR
The function diagram for the IPR includes the The ICP system intensifies fuel pressure in the
following: injectors. The ECM uses the ICP sensor to monitor
system pressure and adjusts the IPR valve duty cycle
to match engine requirements (starting, engine load,
speed, and temperature).
Internal Sensor
• Injection Pressure Regulator (IPR) IPR Location
• Engine Coolant Temperature (ECT) Sensor The IPR valve is installed in the back of the
high-pressure pump.
• Injection Control Pressure (ICP) Sensor
Tools
• Engine Lamps
Function • Breakout Harness 4484 (IPR) (page 429)
The IPR valve regulates oil pressure in the • International® Electronic Engine Terminal Test Kit
high-pressure injection control pressure system. (page 428)
EGES-455-1
IPR Pin-point Diagnostics

679 3 IPR short to PWR • IPR circuit short to PWR
679 4 IPR open or short to GND • IPR circuit open or short to GND
Figure 216 IPR circuit diagram

Connect Breakout Harness 4484. Leave IPR valve disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
1 to GND B+ If < B+, check VIGN circuit for OPEN or short to GND, or blown fuse.
2 to GND 0V If > 0.25 V, check IPR control circuit for short to PWR.
Operational Voltage Check – Output State Test

Connect Breakout Harness 4484 between ECM and IPR valve. Run KOEO Standard Test and Output
State Test High and Low. Use DMM to measure voltage.
1 to GND KOEO B+ If < B+, check for OPEN circuit.
2 to GND KOEO B+ If < B+, check IPR coil for OPEN.
2 to GND Output State LOW B+ If < B+, check IPR control circuit for short to GND.
2 to GND Output State HIGH 7.5 V If > 7.5 V, check IPR control circuit for OPEN or failed
IPR coil. Go to Actuator and Harness Resistance
check.
EGES-455-1
Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4484 to IPR valve. Leave engine harness
1 to 2 5.5 Ω ±0.5 Ω If out of specification, replace IPR valve.
1 to GND > 1 kΩ If < 1 kΩ, replace IPR valve.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box, Breakout Harness 4484, and 42-pin breakout
harness. Leave ECM, IPR, and vehicle-side 42-pin connector disconnected. Use DMM to measure
resistance.
2 to GND > 1k Ω If < 1k Ω, check for short to PWR.
1 to 37 (42-pin) <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND > 1k Ω If < 1k Ω, check for short to PWR.
If all measurements are within specifications, check VIGN circuit to 42-pin IP/Engine connector on the
chassis harness for OPEN.
IPR Circuit Operation Pin C-45 of the ECM. The injection control pressure
system is controlled by the ECM grounding Pin 2 of
The IPR valve consists of a solenoid, poppet, and a
the IPR valve through Pin E-43 of the ECM.
spool valve assembly. The ECM regulates ICP by
controlling the ON/OFF time of the IPR solenoid. An NOTE: The engine may not operate with an IPR fault,
increase or decrease in the ON/OFF time positions the depending on the mode of failure.
poppet and spool valve inside the IPR and maintains
pressure in the ICP system, or vents pressure to the Fault Detection / Management
oil sump through the front cover. Precise control is
An open or short to ground in the ICP control circuit
gained by varying the percentage of ON/OFF times
can be detected by an on-demand output circuit check
of the IPR solenoid. A high duty cycle indicates a
during KOEO Standard Test. If there is a circuit fault
high amount of injection control pressure is being
detected, a DTC will be set.
commanded. A low duty cycle indicates less pressure
being commanded.
The IPR valve is supplied voltage at Pin 1 of the IPR
connector through Pin 13 of the 24–pin connector to
EGES-455-1
IST System (Idle Shutdown Timer)
SPN FMI Condition

593 31 Engine stopped by IST
Figure 217 Function diagram for IST system
The IST function diagram includes the following: Function

• Engine Control Module (ECM) The IST allows the ECM to shutdown the engine
with Barometric Absolute Pressure (BARO) during extended engine idle times.
Internal Sensor
Tools
• Air Inlet Temperature (AIT) Sensor
• Engine Coolant Temperature (ECT) Sensor
• Brake ON/OFF (BOO) switch and Brake Pressure
Switch (BPS)
GOVERNMENT REGULATION: State
• Driveline Disengagement Switch (DDS) and local regulations may limit engine idle time.
The vehicle owner or operator is responsible for
• Power Takeoff (PTO)
compliance with those regulations.
• Engine Lamps
EGES-455-1
Idle Shutdown Warning While the EST is installed, idle shutdown time is
factory defaulted to 60 minutes and cannot be
Thirty seconds before IST-defined engine shutdown,
adjusted. If the IST is enabled, the Cold Ambient
a vehicle instrument panel indicator activates. There
Protection (CAP) will not function.
are two types of indicators:
NOTE: The CARB IST feature is factory programmed.
• Amber flashing idle shutdown indicator for
Customers cannot turn IST off for ESS compliant
multiplex electrical systems.
engines.
• Red flashing indicator with audible alarm for
non-multiplex electrical systems.
CARB IST Conditions
This continues until the engine shuts down or the low
The following conditions must be true for the idle
idle shutdown timer is reset.
shutdown timer to activate in all modes. Any change
of the true state of one or more of these conditions
Engine Idle Shutdown timer for California ESS
will reset or disable the IST.
Compliant Engines
• Manual Diesel Particulate Filter (DPF)
MaxxForce® engines certified for sale in the state of
regeneration is inactive (not enabled).
California (CA) conform to mandatory California Air
Resources Board (CARB) Engine Shutdown System • Steady driveline state (no transition detected). No
(ESS) regulations. The prior function of the IST is change in the state of the clutch switch (manual
available on CA ESS exempt and Federally certified transmission) or transmission shifter between the
engines (school buses, emergency, and military in-gear position and neutral or park (Automatic
vehicles). transmission).
Engine idle duration is limited for ESS complaint • Power Takeoff (PTO) Remote mode disabled.
engines as follows:
• Engine coolant temperature greater than 16 °C
• When vehicle parking brake is set, the idle (60 °F).
shutdown time is limited to the CARB requirement
• No active coolant temperature sensor diagnostic
of 5 minutes.
faults.
• When vehicle parking brake is released, the idle
• No active AIT sensor diagnostic faults.
shutdown time is limited to the CARB requirement
of 15 minutes. • Engine is operating in run mode or in active
diagnostic tool mode.
The duration of CARB mandated values can
be reduced by programming the customer IST • Vehicle speed is less than 1.25 miles/hr.
programmable parameter to a value lower than 15
• No active vehicle speed diagnostic faults.
minutes. Adjusting this parameter reduces overall
system shutdown time as follows: • PTO Control is in OFF or Standby mode.
• Adjusting parameter value between five and 15 • Engine speed less than 700 rpm.
minutes reduces idle shutdown time with the
• Steady accelerator pedal position (no transition
vehicle parking brake released. The default value
detected from any pre-set position).
of five minutes for the vehicle parking brake set
condition remains unaffected. • Steady brake pedal state (no transition detected
from any pre-set state).
• Adjusting parameter value between two and five
minutes reduces idle time for both the vehicle • Steady parking brake state (J1939) (no transition
parking brake released, and set conditions. detected from any pre-set state).
EGES-455-1
Engine Idle Shutdown Timer (Federal - Optional) Additional operation options enable conditions
depending on selected Federal IST operation mode:
Idle time can be programmed from 5 to 120 minutes.
While the EST is installed, the IST function will be Federal IST Mode 1: PTO Operation Option Enable
active with the programmed shutdown time in effect. Conditions
Parking brake transitions reset the idler timer. If the
• PTO Control is in Off or Standby mode.
IST is enabled, the Cold Ambient Protection (CAP) will
not function. • Engine speed less than 750 RPM.
• Accelerator pedal position is less than 2%.
Federal IST Conditions
• No active accelerator pedal diagnostic faults.
The following conditions must be true for the idle
• Steady brake pedal state (No transition detected).
shutdown timer to activate. Any change to the true
state of one or more of these conditions will reset or • No active brake system diagnostic faults.
disable the IST.
Federal IST Mode 2: No Load / Light Load Limit
Common Enable Conditions for All Federal IST Option Enable Conditions
Options
• Accelerator pedal position is less than 2%.
• Manual Diesel Particulate Filter (DPF)
• No active accelerator pedal diagnostic faults.
regeneration is inactive (not enabled).
• Steady brake pedal state (no transition detected).
• Steady driveline state (no transition detected). No
change in the state of the clutch switch (manual • No active brake system diagnostic faults.
transmission) or transmission shifter between the
• Engine reported fuel usage (load) is less than
in-gear position and neutral or park (Automatic
ECM specified limit (factory calibrated, not
transmission).
customer adjustable).
• PTO Remote mode disabled.
Federal IST Mode 3: Tamper Proof Option Enable
• Intake air temperature greater than 16 °C (60 °F) Conditions
(MFG Default, Customer adjustable parameter).
• Engine reported fuel usage (load) is less than
• Intake air temperature lower than 44 °C (112 °F) ECM specified limit (factory calibrated, not
(MFG Default, Customer adjustable parameter). customer adjustable).
• Engine coolant temperature greater than 60 °C • Steady accelerator pedal position (no transition
(140 °F). detected from any pre-set position).
• No active coolant temperature sensor diagnostic • Steady brake pedal state (no transition detected
faults. from any pre-set state).
• No active AIT sensor diagnostic faults.
• Engine is operating in run mode or in active Fault Detection / Management
diagnostic tool mode.
The IST DTC does not indicate a system fault. SPN
• Vehicle speed is less than 1.25 miles/hr. 593 FMI 31 will set when Engine idle shutdown has
shutdown Engine from ECM command. The IST
• Steady parking brake state (J1939). No transition
feature must be enabled for SPN 593 FMI 31 to be
detected from any pre-set state.
displayed.
EGES-455-1
J1939 Data Link
SPN FMI Condition

639 14 J1939 Data Link Error (ECM unable to transmit)
1213 19 ACM Error - J1939 communication fault
Figure 218 Function diagram for the J1939
The function diagram for the J1939 includes the Function

following:
The J1939 data link provides a communications link
• Engine Control Module (ECM) with all connecting modules. The EST uses this
with Barometric Absolute Pressure (BARO) network system to communicate with the ECM.
Internal Sensor
Location
• Transmission Control Module (TCM)
The J1939 circuits run throughout the vehicle harness.
• Body Control Module (BCM)
The Diagnostic Connector is located under the dash
• Multiplex System Module (MSM) on the driver’s side.
• Antilock Brake System (ABS) Tools
• Electronic Gauge Cluster (EGC) • Electronic Service Tool (EST) with
• Electronic Service Tool (EST)
• 120 ohm terminating resistors
• Other nodes (modules)
(page 428)
EGES-455-1
J1939 Data Link Pin-point Diagnostics

639 14 J1939 Data Link Error (ECM unable • J1939 data link circuit fault
to transmit)
1213 19 ACM Error - J1939 communication • ACM J1939 Communication circuit fault
fault
None No communication with EST • B+ OPEN or shorted to GND
• GND circuit OPEN
• J1939 circuits OPEN or shorted to PWR or GND
Figure 219 J1939 Data Link communication circuit diagram

Turn ignition switch to ON. Use DMM to measure voltage.
B to GND B+ If < B+, check B+ circuit to Diagnostic Connector for OPEN or short to
GND, or blown fuse.
B to A B+ If < B+, check GND circuit to Diagnostic Connector for OPEN.
C to GND 1 V to 4 V The sum of C to GND and D to GND should equal 4 V to 5 V.
D to GND 1 V to 4 V The sum of D to GND and C to GND should equal 4 V to 5 V.
EGES-455-1
EST Communication Check

Turn ignition switch to ON. Connect EST to Diagnostic Connector. If the EST is unable to communicate with
the ECM, disconnect each module individually until communication can be established.
NOTE:
• If communication to ECM is established, check J1939 data link circuits to disconnected module for correct
wiring. See truck Electrical System Troubleshooting Guide.
• If communication to ECM is not established, go to next test point.
Test Point Comment
Disconnect TCM See note.
Disconnect ABS See note.
Disconnect ESC See note.
Disconnect MSM See note.
Disconnect EGC See note.
Disconnect other nodes See note.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM disconnected.
C to C-61 <5Ω If > 5 Ω, check CANH for OPEN in circuit.
C to GND > 1 kΩ If < 1 kΩ, check CANL for short to GND.
D to C-62 <5Ω If > 5 Ω, check CANL for OPEN in circuit.
D to GND > 1 kΩ If < 1 kΩ, check CANH for short to GND.
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit.
J1939 Data Link Circuit Operation J1939 Data Link supports the following functions:
J1939 Data Link is a broadcast serial network, also • Transmission of engine parameter data
known as the Drivetrain Datalink. The J1939 Data
• Transmission and clearing of DTC’s
Link network provides a communication link between
all connecting modules, sending and receiving digital • Diagnostics and troubleshooting
messages.
• Programming performance parameter values
The EST with ServiceMaxx™ software communicates
• Programming engine and vehicle features
with the ECM through the Diagnostic Connector. The
EST, through the J1939 Data Link network, is able to • Programming calibrations and strategies in the
retrieve DTC’s, run diagnostic tests, and view signals ECM
from all inputs and outputs of the ECM.
EGES-455-1
J1939 Data Link versus Private CAN • Change oil message

The J1939 Data Link network is setup to communicate • Oil pressure gauge
with many different modules. The network branches
• Engine Oil Temperature (EOT) gauge
off into many different locations with each path ending
in a module connection or a 120-ohm terminating • Engine Coolant Temperature (ECT) gauge
resistor. The termination resistors are used to reduce
reflections. BC or MSM Module
The private CAN system is setup to only communicate Many EGC lamps and driver-operated switches are
between the ECM and specific engine controls. wired to one of these modules, then communicated
through J1939 Data Link to the ECM or EGC. Some
Diagnostic Connector of these control circuits include the following:
The Diagnostic Connector provides an interface for • Wait to start lamp
the EST. The EST communicates with the joining
• Fuel pressure lamp
modules through the J1939 Data Link network
for diagnostics and module programming. The • Water In Fuel (WIF) lamp
Diagnostic Connector is supplied with fused B+ at
• Aftertreatment (AFT) regeneration lamp
Pin B and GND at Pin A. CANH runs between ECM
Pin C-61 and Diagnostic Connector Pin C. CANL • Cruise control (CCS)
between ECM Pin C-62 and Diagnostic Connector
• Self-test input (cruise switches)
Pin D.
EGC
• Brake pedal (BC only) hard wired to the ECM on
There are two types of EGC modules, one uses J1939 vehicles using the MSM module
Data Link communications and the other uses ATA
• A/C Demand (ACD)
communications. The following information is sent
through data communication: • Remote Accelerator Pedal (RPS)
• Engine lamp (red) • In-Cab PTO/throttle switch
• Engine lamp • Aftertreatment (AFT) regeneration switch
• Coolant level lamp
Repair Information
• Wait to start lamp
The J1939 Data Link circuits use a twisted wire pair.
• Water In Fuel (WIF) lamp All repairs must maintain one complete twist per inch
along the entire length of the circuit. This circuit is
• Speedometer
polarized, one positive and one negative. Reversing
• Tachometer (TACH) the polarity of this circuit will disrupt communications.
• Odometer / hourmeter
EGES-455-1
MAF Sensor (Mass Air Flow)/Air Intake Temperature

Sensor (AIT)
SPN FMI Condition

132 3 MAF signal Out of Range HIGH
132 4 MAF signal Out of Range LOW
132 11 MAF Sensor Calibration – Insufficient number of data points
132 13 MAF Sensor Calibration Needed
132 14 MAF Sensor Calibration Failed
172 2 AIT signal does not agree with other sensors
172 3 AIT signal Out of Range HIGH
172 4 AIT signal Out of Range LOW
Figure 220 MAF/AIT Sensor function diagram
The function diagram for the MAF includes the Function

following:
The MAF sensor directly monitors the air entering the
• Engine Control Module (ECM) engine. The MAF also houses the Intake AIT sensor,
with Barometric Absolute Pressure (BARO) which is used with the MAF to calculate the amount
Internal Sensor and density of the incoming air.
• Mass Air Flow (MAF) Sensor
Sensor Location
w/ Air Intake Temperature (AIT) Sensor
The MAF sensor is installed in the intake piping,
• Engine Lamp
between the engine and the air cleaner assembly.
• EGR
EGES-455-1
Tools
• Breakout Harness 4960 (MAF) (page 434)
(page 428)
MAF/AIT Sensor End Diagnostics

132 3 MAF signal Out of Range HIGH • MAF signal circuit OPEN or short to PWR
• Failed MAF sensor
132 4 MAF signal Out of Range LOW • MAF signal circuit short to GND
• Failed MAF sensor
132 11 MAF sensor Calibration – insufficient • Engine condition not stable to accept MAF
number of data points calibration
• See MAF Calibration Pre-Checks
132 13 MAF sensor calibration needed • MAF sensor needs to be calibrated
132 14 MAF sensor calibration failed • Leak in intake air system
• Leak in exhaust system
• Failed MAF/AIT sensor
172 2 AIT signal does not agree with other • Biased AIT signal or circuit
sensors
172 3 AIT signal Out of Range HIGH • AIT signal circuit OPEN or short to PWR
• Failed AIT sensor
172 4 AIT signal Out of Range LOW • AIT signal circuit short to GND
• Failed AIT sensor
None Engine repairs that require MAF • See MAF Calibration Requirements
sensor calibration
EGES-455-1
MAF Calibration Requirements

NOTE: Only run the MAF Calibration Procedure if one of the following conditions have occurred:
• SPN 132 FMI 13 is set
• ECM replacement
• Repair or replacement of MAF sensor or circuit
• Repair or replacement of Intake Manifold Pressure (IMP) sensor or circuit
• Repair or replacement of Intake Manifold Temperature (IMT) sensor or circuit
• Repair or replacement of intake air system
• Repair or replacement of CAC system
• Repair or replacement of turbocharger
• Repair or replacement of Engine Throttle Valve (ETV)
• Repair or replacement of EGR valve
• Repair base engine (cylinder head, pistons, camshaft)
• Engine replacement or rebuild
Continue to MAF Calibration Pre-Checks
EGES-455-1
MAF Calibration Pre-Checks

NOTE: Verify the following before running the MAF Calibration Procedure:
• No active fault codes, other than SPN 132 FMI 13
• Ambient Air Temperature (AAT) at or above 14 °C (58 °F)
• KOER Standard Test run at or above 70 °C (158 °F)
• Engine Oil Temperature (EOT) at or above 80 °C (176 °F)
• Engine Coolant Temperature (ECT) at or above 70 °C (158 °F)
• DPF Status = Regen Not Needed
• No leaks in intake air system
• No leaks in exhaust system
• No shop exhaust hose attached
• No engine performance issues
• No engine misfire issues
• Engine hood is closed
• Transmission in Park or Neutral
• Clutch disengaged
• Engine Fan OFF
• Parking brake ON
• Power Takeoff (PTO) disabled
• Air conditioning OFF
• Accelerator pedal not depressed
• MAF sensor within KOEO specification
• IMP sensor within KOEO specification
• IMT sensor within -30 °C (-22 °F) and 125 °C (257 °F)
Continue to MAF Calibration Procedure
EGES-455-1
MAF Calibration Procedure – Using ServiceMaxx™ Software

NOTE: Ensure MAF Calibration Requirements are met and MAF Calibration Pre-Checks are done, prior to
doing this procedure.
2. Start ServiceMaxx™ software.
3. Start engine. Ensure engine operating temperature is at or above 80 °C (176 °F).
4. Run KOER Standard Test.
5. Run MAF Sensor Calibrate procedure.
• If calibration fails, verify all MAF Calibration Requirements (page 391) are met and MAF
Calibration Pre-Checks (page 392) are done.
• If calibration is successful, clear previously active DTC (SPN 132 FMI 13), if present.
Figure 221 MAF circuit diagram
EGES-455-1
MAF Pin-point Diagnostics

Connect Breakout Harness 4960. Leave sensor disconnected. Turn ignition switch to ON, engine OFF. Use
DMM to measure voltage. Use DMM to measure voltage.
A to GND 4.6 V to 5 V If < 4.5 V, check for OPEN AIT circuit or short to GND
B to B+ B+ If below B+ check for OPEN SR1 GND circuit.
C to GND 4.6 V to 5 V If < 5 V, Check for OPEN MAF circuit or short to GND.
D to GND B+ If < B+, Check for OPEN VPWR circuit.
E to B+ B+ If < B+, Check for OPEN MAF GND circuit.
If checks are within specifications, connect sensor and clear DTCs. If active DTCs remain, replace sensor.

A to C-29 <5Ω If > 5 Ω, check for OPEN AIT circuit.
B to C-37 <5Ω If > 5 Ω, check for OPEN SR1 GND circuit.
C to E-67 <5Ω If > 5 Ω, check for OPEN MAF circuit.
E to E-12 <5Ω If > 5 Ω, check for OPEN MAF GND circuit.
EGES-455-1
MAF Circuit Operation Extended Diagnostic Information

The MAF sensor is used to measure the volume and The MAF sensor produces a frequency of 30 - 50 Hz
density of air entering the engine at any given time. with 30 Hz being idle and 150 Hz at full throttle.
The ECM uses this information to calculate the correct
1. Monitor the MAF Hz. Record MAF sensor readings
amount of EGR during engine operation.
at KOEO and at idle, and again at various RPM
The MAF sensor assembly also contains the AIT ranges.
sensor. The MAF and AIT sensors are integrated into
2. Compare the values against specifications.
this single component, and mounted on the engine
intake piping. 3. Start from idle and increase the RPM while
watching MAF reading. Increase should be steadily
The ECM determines the amount and density of the
proportional to RPM change.
incoming air by processing input signals from the MAF
and AIT sensors. 4. Perform the same checks while lightly tapping
on the sensor, or heating the sensor with a blow
MAF Sensor dryer. Any fluctuation, or out of specification reading
indicates a MAF sensor, or related wiring concern.
The MAF sensor directly monitors the amount of air
entering the engine. The sensor is supplied with 12V 5. Repair and retest.
from the ACT PWR Relay to Pin D. The sensor is
supplied with ground from ECM Pin E-12 to Pin E. Fault Detection / Management
The MAF returns a digital signal from Pin C to ECM
The ECM continuously monitors the control system.
Pin E-67.
If the sensor signal is higher or lower than expected,
the ECM disregards the signal and uses a calibrated
AIT Sensor
default value. The ECM sets a SPN/FMI, turns on the
The AIT monitors the temperature of the air entering Warning Engine Lamp (WEL), and runs the engine in
the intake system. The AIT is supplied with 12V from a default range.
the ACT PWR Relay to Pin D, and is supplied with
ground from ECM Pin C-37 to Pin A. The AIT returns
a variable voltage signal from Pin B to ECM Pin C-29.
EGES-455-1
Service Interval Messages

1378 31 Change Engine Oil Service Interval • Change oil and re-set interval counter
Service Interval Messages Operation adjusted at the owner’s discretion. The change
engine oil message below the odometer illuminates
The service interval messages are displayed on the
after a preselected parameter is reached.
instrument cluster message center and include engine
oil and fuel filter change reminders. There fuel filter change message displays when
the fuel filter needs replacement due to high filter
The change oil reminder can be programmed
restriction.
for kilometers, miles, hours, or calculated fuel
consumption. This service interval limits may be
EGES-455-1
TC2WC Solenoid (Turbocharger 2 Wastegate

Control)
SPN FMI Condition

1189 3 TC2WC short to PWR
1189 4 TC2WC open or short to GND
1189 5 TC2WC open load/circuit
Figure 222 Function diagram for the TC2WC
The function diagram for the Turbocharger 2 Location

Wastegate Control (TC2WC) solenoid includes the
The TC2WC is installed on the air inlet elbow.
following:
Tools
with Barometric Absolute Pressure (BARO) • Electronic Service Tool (EST) with
Internal Sensor ServiceMaxx™ software (page 428)
• Turbocharger 2 Wastegate Control (TC2WC) • NAVCoM or NAVLink Interface Kit (page 429)
• Intake Manifold Pressure (IMP) Sensor • Digital Multimeter (DMM) (page 427)
• Exhaust Back Pressure (EBP) Sensor • International® Electronic Engine Terminal Test Kit
(page 428)
Function
The ECM commands the TC2WC to control the
turbocharger pneumatic actuator.
EGES-455-1
TC2WC Pin-point Diagnostics

1189 3 TC2WC short to PWR • TC1 solenoid circuit short to PWR
1189 4 TC2WC open or short to GND • TC1 solenoid circuit open or short to GND
1189 5 TC2WC open load/circuit • TC1 solenoid circuit OPEN
Figure 223 TC2WC circuit diagram
Voltage Check at TC2WC Connector – Output State Test

Disconnect TC2WC 2-pin connector. Turn ignition switch to ON. Use DMM to measure voltage.
1 to GND B+ If < B+, check ACT PWR for OPEN circuit.

2 to GND 0 V to 0.25 V, check If > 0.25 V, check TC2WC circuit for short to PWR.
2 to B+ 0 V to 0.25 V If > 0.25 V, check TC2WC circuit for short to GND.
2 to B+ B+ If < B+, check TC2WC circuit for OPEN or short to PWR.
Go to Harness Resistance Checks.
1 to 2 B+
If < B+, check ACT PWR circuit for OPEN. Go to Harness
Resistance Check.
EGES-455-1

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM and TC2WC disconnected.
E-73 to 2 <5Ω If > 5 Ω, check TC2WC for OPEN circuit.
E-73 to GND > 1 kΩ If < 1 kΩ, check TC2WC circuit for short to GND.
1 to relay pin 87 <5Ω If > 5 Ω, check ACT PWR for OPEN in circuit.
1 to GND >1kΩ If < 1 k Ω, check ACT PWR for short to GND.
TC2WC Circuit Operation Fault Detection/Management

The TC2WC is supplied ACT PWR at Pin 1. The ECM The TC2WC solenoid does not set any circuit fault
grounds Pin E-73 to control the TC2WC at Pin 2. code. Only Air Management Fault Codes are used
to detect a problem with this system.
EGES-455-1
VREF (Reference Voltage)
SPN FMI Condition

3509 3 VREF Engine voltage above max
3509 4 VREF Engine voltage below min
3510 3 VREF Chassis voltage above max
3510 4 VREF Chassis voltage below min
3511 3 VREF Body voltage above max
3511 4 VREF Body voltage below min
Figure 224 Function diagram for the VREF
EGES-455-1
The function diagram for the VREF includes the NOTE: The IAP sensor was deleted just before
following: product release. This sensor (present or not) is not
monitored by the ECM and can only cause a problem
if it’s internally shorted or the VREF circuit supplying
the sensor is shorted.
Internal Sensor
• Injection Control Pressure (ICP) Sensor Function
• Engine Compression Brake Pressure (ECBP) The VREF circuit is a 5-volt reference point supplied
Sensor by the ECM, and provides power to all 3-wire sensors.
• Engine Throttle Valve Position (ETVP) Sensor Tools
• Exhaust Back Pressure (EBP) Sensor • Electronic Service Tool (EST) with
• Engine Oil Pressure (EOP) Sensor
• Engine Fuel Pressure (EFP) Sensor
• Breakout Harness
(page 428)
EGES-455-1
VREF Pin-point Diagnostics

3509 3 VREF Engine voltage above max • VREF circuit short to PWR
3509 4 VREF Engine voltage below min • VREF circuit short to GND
• Failed sensor causing short to GND on VREF circuit
3510 3 VREF Chassis voltage above max • VREF circuit short to PWR
3510 4 VREF Chassis voltage below min • VREF circuit short to GND
3511 3 VREF Body voltage above max • VREF circuit short to PWR
3511 4 VREF Body voltage below min • VREF circuit short to GND
EGES-455-1
Figure 225 VREF circuit diagram
EGES-455-1
VREF Voltage Check

If multiple 3-wire sensor DTC’s are set, turn ignition switch to ON. Disconnect each sensor one at a time.
NOTE:
• If VREF is not present, but returns after disconnecting a sensor, inspect sensor for internal short to GND.
• If VREF is not present after all 3-wire sensors are disconnected, check for a short circuit between ECM
and sensors.
APP 5 V ± 0.5 V See note.
C to GND
DPFDP 5 V ± 0.5 V See note.
3 to GND
EBP 5 V ± 0.5 V See note.
2 to GND
EFP 5 V ± 0.5 V See note.
2 to GND
EOP 5 V ± 0.5 V See note.
2 to GND
IMP 5 V ± 0.5 V See note.
2 to GND
ETVP 5 V ± 0.5 V See note.
G to GND
ECBP 5 V ± 0.5 V If this sensor caused VREF to go below specification, see note. Check
(option) under-valve-cover harness for a short to GND or an internal shorted sensor.
3 to GND
ICP 5 V ± 0.5 V If this sensor caused VREF to go below specification, see note. Check
8 to GND under-valve-cover harness for a short to GND or an internal shorted sensor.
IAP 5 V ± 0.5 V If VREF present after disconnected the sensor. Leave sensor disconnected.
C to GND
If VREF is not present after all 3-wire sensors are disconnected, check for
short circuit between ECM and all 3-wire sensors.
EGES-455-1
Connector Resistance Check to GND

Turn ignition switch to OFF. Disconnect each sensor, one at a time. Use DMM to measure resistance.
NOTE:
• If resistance is below 1 kΩ, but goes above 1 kΩ after disconnecting a sensor, inspect sensor for internal
short to GND.
• If resistance is below 1 kΩ after all 3-wire sensors are disconnected, check for short to GND between
ECM and sensors.
APP1 > 1 kΩ See note.
C to GND
APP2 > 1 kΩ See note.
D to GND
DPFDP > 1 kΩ See note.
3 to GND
EBP > 1 kΩ See note.
2 to GND
FDP > 1 kΩ See note.
2 to GND
EOP > 1 kΩ See note.
2 to GND
IMP > 1 kΩ See note.
2 to GND
ETVP > 1 kΩ See note.
G to GND
ECBP > 1 kΩ If this sensor caused VREF to go below specification, see note. Check
(option) under-valve-cover harness for a short to GND or an internal shorted sensor.
3 to GND
ICP > 1 kΩ If this sensor caused VREF to go below specification, see note. Check
8 to GND under-valve-cover harness for a short to GND or an internal shorted sensor.
EGES-455-1

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and breakout harness. Leave ECM and all 3-wire
sensors disconnected. Use DMM to measure resistance.
Sensor Test Point Spec Comment – < Less than, > Greater than
APP
VREF C to C-63 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND B to C–34
DPFDP
VREF 3 to C-51 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to C-37
EBP
VREF 2 to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 1 to E-28
EFP
SIG GND 1 to E-28
EOP
SIG GND 1 to E-28
IMP
SIG GND 1 to E-28
ETVP
VREF G to E-35 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND C to E-28
ECBP (option)
VREF 3 to D-13 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 2 to D-14
ICP
VREF 8 to D-13 <5Ω If > 5 Ω, check for OPEN circuit.
SIG GND 7 to D-14
EGES-455-1
VREF Circuit Operation generated between these two reference points based
on the pressure or position the sensor is designed to
NOTE: See truck Chassis Electrical Circuit Diagram
measure.
Manual and Electrical System Troubleshooting Guide
for APP and DPFDP sensor circuit diagrams.
The ECM supplies VREF at Pin E–35 (engine
When a VREF circuit is open, each sensor on that
connector), C–63 and C–51 (chassis connector),
circuit will set a DTC. When a VREF circuit is shorted
and D–13 (driver connector) when the ignition switch
to PWR or GND, a VREF DTC will be set.
is on.
NOTE: After removing connector, inspect for
VREF provides power to all 3-wire sensors on the
damaged pins, corrosion, or loose pins. Repair
engine and the vehicle mounted APP. The ECM
as required.
also provides these sensors with a ground point,
the SIG GND circuit. Sensor signal voltage is
EGES-455-1
WIF Sensor (Water In Fuel)
SPN FMI Condition

4192 3 WIF signal Out of Range HIGH
4192 4 WIF signal Out of Range LOW
4192 5 WIF signal Open or Short to PWR
4192 31 Water in Fuel Detected
Figure 226 Function diagram for the WIF
The function diagram for the WIF includes the illuminating the water in fuel lamp. If a circuit fault
following: is detected, a DTC will set and the engine lamp will
illuminate.
•
Sensor Location
Internal Sensor
The WIF sensor is located in the fuel filter housing.
• Water In Fuel (WIF) Sensor
Tools
• Engine Lamp
• Water In Fuel (WIF) Lamp
The WIF sensor provides a feedback signal to the • 1180-N4-0X0 – 180-Pin Breakout Box (page 426)
ECM when water is detected in the fuel supply. If
• Breakout Harness 6002 (WIF) (page 434)
water is detected, the ECM will alert the operator by
EGES-455-1
WIF Pin-point Diagnostics

4192 3 WIF signal Out of Range HIGH • WIF circuit short to PWR
4192 4 WIF signal Out of Range LOW • WIF circuit short to GND
4192 5 WIF signal Open or Short to Pwr • WIF circuit OPEN or short to PWR
4192 31 Water in fuel detected • Water detected in primary fuel filter housing
Figure 227 WIF circuit diagram
EGES-455-1
1. Drain a fuel sample from the water drain valve on

the primary fuel filter housing. See Drain Water
from Primary Fuel Filter in “ENGINE SYMPTOMS
DIAGNOSTICS”.
• If water is present, drain all the water out of
the system.
• If no water is present in the fuel sample,
continue to next step.
the Switch Monitor session.
NOTE: The WIF signal will read YES if there is
water in the fuel filter housing, or if the WIF signal
circuit is shorted high.
interrupted, the signal will change from No to
Yes and the DTC will go active.
• If code is active, go to the next step.
Voltage Check
Disconnect WIF sensor connector. Turn ignition switch to ON. Use DMM to measure voltage.
A to GND 5 V ± 0.5 V If < 4.5 V, check for OPEN circuit.
B to GND B+ If < B+, check for OPEN short to GND.

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and leave ECM and WIF sensor disconnected.
Use DMM to measure resistance.
1 to C2-42 <5Ω If > 5 Ω, check for OPEN circuit.
EGES-455-1
WIF Circuit Operation Fault Detection/Management

The WIF sensor is supplied with a 5 V VREF at pin The ECM continuously monitors the WIF sensor. If
2 from the ECM pin E-7. The sensor is grounded at voltage drops below 4.0 V, a DTC will set and the
pin 1 from ECM pin E-28. The WIF signal is 4.6 V at water in fuel lamp will be illuminated. Three other
normal state and below 4.0 V when water is detected. DTCs are set if there is a fault with the circuit or sensor.
EGES-455-1
EGES-455-1
8 DIAGNOSTIC TROUBLE CODE INDEX 413
Table of Contents
Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .415
EGES-455-1
414 8 DIAGNOSTIC TROUBLE CODE INDEX
EGES-455-1
Diagnostic Trouble Codes
SPN FMI Circuit Condition Description

27 0 EGR (page 306) EGRP fault: over temperature
27 3 EGR (page 306) EGRP signal Out of Range HIGH
27 4 EGR (page 306) EGRP signal Out of Range LOW
27 7 EGR (page 306) EGRP does not agree with commanded position
27 14 EGR (page 306) EGR internal circuit failure
51 2 ETV (page 324) ETP feedback signal error
51 7 ETV (page 324) ETP does not agree with commanded position
ETP operation fault- underVolt, overAmp, overTemp/
51 11 ETV (page 324)
ETP H-bridge Electrical Check
91 2 APP (page 219) APP1 and APP2 signal conflict
91 3 APP (page 219) APP1 signal Out of Range HIGH
91 4 APP (page 219) APP1 signal Out of Range LOW
94 0 EFP (page 300) Fuel Delivery Pressure above maximum
94 1 EFP (page 300) Fuel Delivery Pressure below minimum
94 3 FDP (page 336) FDP signal Out of Range HIGH
94 4 FDP (page 336) FDP signal Out of Range LOW
100 1 EWPS (page 331) Engine Oil System below Critical Pressure
100 3 EOP (page 315) EOP signal Out of Range HIGH
100 4 EOP (page 315) EOP signal Out of Range LOW
100 18 EWPS (page 331) Engine Oil System below Warning Pressure
102 2 IMP (page 355) IMP signal does not agree with BARO
102 3 IMP (page 355) IMP signal Out of Range HIGH
102 4 IMP (page 355) IMP signal Out of Range LOW
102 7 IMP (page 355) IMP signal not responding as expected
105 2 IMT (page 360) IMT signal does not agree with other sensors
105 3 IMT (page 360) IMT signal Out of Range HIGH
105 4 IMT (page 360) IMT signal Out of Range LOW
108 2 ECM Self (page 289) Pressure BARO Low/High at KOEO
108 3 ECM Self (page 289) BARO signal Out of Range HIGH
108 4 ECM Self (page 289) BARO signal Out of Range LOW
110 0 EWPS (page 331) Engine Coolant System above Critical Temperature
110 2 ECT1 (page 291) ECT1 above/below sensor compare at KOEO Cold
110 3 ECT1 (page 291) ECT1 signal Out of Range HIGH
EGES-455-1

110 4 ECT1 (page 291) ECT1 signal Out of Range LOW
110 15 EWPS (page 331) Engine Coolant System above Warning Temperature
111 1 EWPS (page 331) Low Engine Coolant Level
111 2 ECL (page 282) ECL In-Range circuit Fault
132 3 MAF (page 389) MAF signal Out of Range HIGH
132 4 MAF (page 389) MAF signal Out of Range LOW
132 11 MAF (page 389) MAF Sensor Calibration – Insufficient number of data
points
132 13 MAF (page 389) MAF Sensor Calibration Needed
132 14 MAF (page 389) MAF Sensor Calibration Failed
158 15 ECM PWR (page 285) ECM Switched voltage too HIGH
158 17 ECM PWR (page 285) ECM Switched voltage too LOW
164 0 ICP (page 344) ICP above KOEO Spec
164 1 ICP SYS (page 349) ICP Unable to Build During Engine Cranking
164 3 ICP (page 344) ICP signal Out of Range HIGH
164 4 ICP (page 344) ICP signal Out of Range LOW
164 10 ICP SYS (page 349) ICP Abnormal Rate of Change
164 13 ICP SYS (page 349) ICP adaptation In-Range fault
164 15 ICP SYS (page 349) ICP too high during test
164 16 ICP SYS (page 349) ICP above desired level
164 17 ICP SYS (page 349) ICP unable to build during test
164 18 ICP SYS (page 349) ICP below desired level
172 3 MAF, AIT (page 389) AIT signal Out of Range HIGH
172 4 MAF, AIT (page 389) AIT signal Out of Range LOW
173 3 EGT (page 310) EGT signal Out of Range HIGH
173 4 EGT (page 310) EGT signal Out of Range LOW
175 2 EOT (page 319) EOT In Range fault
175 3 EOT (page 319) EOT signal Out of Range HIGH
175 4 EOT (page 319) EOT signal Out of Range LOW
175 15 EWPS (page 331) Engine Oil System above Warning Temperature
190 0 EWPS (page 331) Engine Overspeed - Most Severe Level
191 3 TOSS TOSS signal Out of Range HIGH
191 4 TOSS TOSS signal Out of Range LOW
521 2 APP (page 219) Brake applied while APP applied
521 19 APP (page 219) Brake switch circuit fault
EGES-455-1

593 31 IST (page 382) Engine stopped by IST
596 19 CCS (page 228) Cruise Control Enable Switch not detected on J1939
597 2 Brake SW Brake switch circuit fault
609 3 ACM (page 169) ACM Switched voltage too HIGH
609 4 ACM (page 169) ACM Switched voltage too LOW
609 12 ACM (page 169) ACM Internal chip Error
609 19 ACM (page 169) ACM not detected on J1939
628 12 ECM Self (page 289) ECM Memory Error
629 12 ECM Self (page 289) ECM Internal chip Error
636 2 CMP (page 234) CMP and CKP Synchronization Error
636 7 CMP (page 234) CMP to CKP incorrect reference
637 8 CKP (page 231) CKP incorrect signal signature
637 10 CKP (page 231) CKP signal Inactive
639 14 J1939 (page 385) J1939 Data Link Error (ECM unable to transmit)
651 4 INJ (page 364) Injector 1 open coil - short circuit
651 5 INJ (page 364) Injector 1 open coil - open circuit
679 3 IPR (page 379) IPR short to PWR
679 4 IPR (page 379) IPR open or short to GND
931 3 EFP (page 300) EFP short to PWR
931 4 EFP (page 300) EFP open load/circuit or short to GND
931 19 EFP (page 300) EFP not detected on J1939
974 3 RAPP Remote APP signal Out of Range HIGH
974 4 RAPP Remote APP signal Out of Range LOW
1136 0 ECM Self (page 289) ECM Error – over temperature
EGES-455-1

1189 3 TC2WC (page 397) TC2WC short to PWR
1189 4 TC2WC (page 397) TC2WC open or short to GND
1189 5 TC2WC (page 397) TC2WC open load/circuit
1209 0 AMS (page 213) EBP above desired level
1209 1 EBP (page 261) EBP below desired level
1209 2 EBP (page 261) EBP signal does not agree with other sensors at KOEO
1209 3 EBP (page 261) EBP signal Out of Range HIGH
1209 4 EBP (page 261) EBP signal Out of Range LOW
1209 7 AMS (page 213) EBP in-range fault
1231 19 ACM (page 169) ACM Error - J1939 communication fault
1378 31 Service Change Engine Oil Service Interval
2623 3 APP (page 219) APP2 signal Out of Range HIGH
2623 4 APP (page 219) APP2 signal Out of Range LOW
2659 14 AMS (page 213) KOER AMT - EGR test failure
2659 20 AMS (page 213) EGR High Flow Rate detected
2659 21 AMS (page 213) EGR Low Flow Rate detected
2791 2 EGR (page 306) EGR valve communication fault
2791 8 EGR (page 306) EGR valve not receiving ECM PWM signal
2797 3 INJ (page 364) Injector Control Group 1 open coil short
2797 4 INJ (page 364) Injector Control Group 1 close coil short
2798 3 INJ (page 364) Injector Control Group 2 open coil short
2798 4 INJ (page 364) Injector Control Group 2 close coil short
3242 2 DPFIT (page 251) DPFIT signal does not agree with other exhaust
sensors
3242 3 DPFIT (page 251) DPFIT signal Out of Range HIGH
3242 4 DPFIT (page 251) DPFIT signal Out of Range LOW
3242 7 DPFIT (page 251) DPFIT not increasing with engine temp
3246 2 DPFOT (page 256) DPFOT signal does not agree with other exhaust
sensors
3246 3 DPFOT (page 256) DPFOT signal Out of Range HIGH
3246 4 DPFOT (page 256) DPFOT signal Out of Range LOW
3246 7 DPFOT (page 256) DPFOT not warming along with engine
3246 20 AFT SYS (page 190) DPF over temperature - possible filter damage
3251 2 AFT SYS (page 190) DPFDP above or below desired level
3251 3 DPFDP (page 245) DPFDP signal Out of Range HIGH
EGES-455-1

3251 4 DPFDP (page 245) DPFDP signal Out of Range LOW
3251 10 DPFDP (page 245) DPFDP signal abnormal rate of change
3251 21 AFT SYS (page 190) DPFDP excessively LOW (Sensor/circuit fault or
missing DPF)
3387 20 Cyl Bal (page 237) Cyl 1 Balance maximum limit exceeded
3387 21 Cyl Bal (page 237) Cyl 1 Balance below minimum limit
3391 21 Cyl Bal (page 237) Cyl 5 Cyl Balance below minimum limit
3464 3 ETV (page 324) ETC short to PWR
3464 4 ETV (page 324) ETC short to GND
3471 1 AFTFD (page 176) Fuel Pressure 1 below desired (Low system pressure)
3471 7 AFTFD (page 176) AFT Fuel Doser Valve not responding as expected
3471 10 AFTFD (page 176) AFT Fuel Doser Valve abnormal rate of change
3479 3 AFTFD (page 176) AFT Fuel Doser Valve short to PWR
3479 4 AFTFD (page 176) AFT Fuel Doser Valve short to GND
3480 3 AFTFIS (page 180) AFTFP1 signal Out of Range HIGH
3480 4 AFTFIS (page 180) AFTFP1 signal Out of Range LOW
3482 3 AFTFSV (page 187) AFT Fuel Shutoff Valve short to PWR
3482 4 AFTFSV (page 187) AFT Fuel Shutoff Valve short to GND
3482 7 AFTFSV (page 187) AFT Fuel Shutoff Valve not responding as expected
3509 3 VREF (page 400) VREF Engine voltage above max
3509 4 VREF (page 400) VREF Engine voltage below min
3510 3 VREF (page 400) VREF Chassis voltage above max
3510 4 VREF (page 400) VREF Chassis voltage below min
3511 3 VREF (page 400) VREF Body voltage above max
3511 4 VREF (page 400) VREF Body voltage below min
3512 14 ACM VREF (page 173) ACM Vref 1 and 2 voltage deviation
EGES-455-1

3556 0 AFT SYS (page 190) AFTFP2 excessively high (Restricted injection)
3556 1 AFT SYS (page 190) AFT Fuel Pressure 2 below desired (Possible system
leak)
3556 7 AFT SYS (page 190) AFT Fuel Injector not responding as expected
3659 4 INJ (page 364) Injector 1 close coil – short circuit
3659 5 INJ (page 364) Injector 1 close coil – open circuit
3662 4 INJ (page 364) Injector 4 close coil: short circuit
3719 0 AFT SYS (page 190) DPF Soot Load – Highest (level 3/3)
3719 15 AFT SYS (page 190) DPF Soot Load – Lowest (level 1/3)
3719 16 AFT SYS (page 190) DPF Soot Load – Moderate (level 2/3)
3936 0 AFT SYS (page 190) DPF Soot Load – Severe De-Rate
3936 2 AFT SYS (page 190) DPF Test – test unsuccessful
3936 14 AFT SYS (page 190) DPF– Regen duration above limit
4077 3 AFTFP2 (page 184) AFTFP2 signal Out of Range HIGH
4077 4 AFTFP2 (page 184) AFTFP2 signal Out of Range LOW
4077 10 AFTFP2 (page 184) AFTFP2 signal abnormal rate of change
4192 3 WIF (page 408) WIF signal Out of Range HIGH
4192 4 WIF (page 408) WIF signal Out of Range LOW
4192 5 WIF (page 408) WIF signal Open or Short to PWR
4192 31 WIF (page 408) Water in fuel detected
4287 0 ECBP (page 272) ECBP above desired level
4287 1 ECBP (page 272) ECBP below desired level
4287 3 ECBP (page 272) ECBP signal Out of Range HIGH
4287 4 ECBP (page 272) ECBP signal Out of Range LOW
4765 2 DOCIT (page 240) DOCIT signal does not agree with other exhaust
sensors
EGES-455-1

4765 3 DOCIT (page 240) DOCIT signal Out of Range HIGH
4765 4 DOCIT (page 240) DOCIT signal Out of Range LOW
4765 7 DOCIT (page 240) DOCIT not increasing with engine temp
5456 3 AFTFIS (page 180) AFTFT signal Out of Range HIGH
5456 4 AFTFIS (page 180) AFTFT signal Out of Range LOW
5541 1 EBPV (page 265) TC1TOP pressure below minimum
5541 3 EBPV (page 265) TC1TOP signal Out of Range HIGH
5541 4 EBPV (page 265) TC1TOP signal Out of Range LOW
5543 3 EBPV (page 265) EBPC short to PWR
5543 4 EBPV (page 265) EBPC short to GND
5543 5 EBPV (page 265) EBPC open load/circuit
Figure 228 Warning Lamps
EGES-455-1
EGES-455-1
9 DIAGNOSTIC TOOLS AND ACCESSORIES 423
Table of Contents
Electrical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425

24-Pin IP Engine Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
36-Pin Injector Driver Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
42-Pin Engine to Chassis Interface Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
76-Pin Engine and Chassis Cables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .425
180-Pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426
Amp Clamp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426
Digital Multimeter (DMM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .427
EXP-1000 HD by Midtronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . .427
EZ-Tech® Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .428
ServiceMaxx™ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .428
International® Electronic Engine Terminal Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .428
NAVCoM Interface Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
3-Banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . .429
500-Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .429
Breakout Harness 4484 (IPR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
Breakout Harness 4485A (APP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
Breakout Harness 4602 (EOT, ECT, and AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
Breakout Harness 4674 (ECM and ACT PWR Relays). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
Breakout Harness 4735A (ETV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .430
Breakout Harness 4760A (DOCIT, DPFIT, and DPFOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
Breakout Harness 4761A (DPFDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .431
Breakout Harness 4793 (UVC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
Breakout Harness 4830 (AFTFIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
Breakout Harness 4831 (TC2WC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Breakout Harness 4834 (EBPV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Breakout Harness 4850 (IMP, ICP, EOP, FDP, and EBP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Breakout Harness 4908 (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432
Breakout Harness 4946 (EGT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
Breakout Harness 4948 (EGR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
Breakout Harness 4950 (CKP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
Breakout Harness 4951 (CMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433
Breakout Harness 4952 (ICP, ECB, and ECBP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Breakout Harness 4960 (MAF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Breakout Harness 4993 (IMT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Breakout Harness 6002 (WIF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .434
Breakout Harness 6020 (24-pin). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Breakout Harness 6021 (AFTFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Breakout Harness 6023 (EFP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Breakout Harness 6025 (IAH). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435
Breakout Harness 6027 (AFTFP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436
Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437

CAC Block Off Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
Charge Air Cooler Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
Clean Fuel Tank Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
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424 9 DIAGNOSTIC TOOLS AND ACCESSORIES
Crankcase Pressure Test Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438

Digital Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .438
EGR Cooler Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
EGR Mixing Bowl Guide Pins. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
EGR Valve Puller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439
Fuel Inlet Restriction and Aeration Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440
Fuel/Oil Pressure Test Coupler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .440
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . .440
Fuel Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
Fuel Test Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .441
High Pressure Test Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
ICP Adapter Pressure Test Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
ICP Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442
Inline Shut-off Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
IPR Plug Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
Oil Cooler Test Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .443
Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
Pressure Vacuum Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .444
Turbo Lifting Bracket. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
Radiator Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445
Slack Tube® Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .446
UV Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
Vacuum Analyzer and Fuel Pump Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
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Electrical Tools 42-Pin Engine to Chassis Interface Cable

24-Pin IP Engine Cable
Figure 229 ZTSE6020
The 24–pin IP Engine Cable is used to test the 24-pin

Figure 231 3042–N4
connector circuits.
The 42-pin Engine to Chassis Interface Cable with

36-Pin Injector Driver Cable breakout box overlay (pin identifier) sheet is used with
the 180-pin Breakout Box to test the 42-pin connector
circuits.
76-Pin Engine and Chassis Cables
Figure 230 3036
The 36-Pin Injector Driver Cable with breakout box

overlay (pin identifier) sheet is used with the 180-Pin
Breakout Box to test the injector circuits to the ECM
with no ECM connection.
Figure 232 3152-N4-8\3
The 76-pin Engine and Chassis Cables (2 cables)

with breakout box overlay (pin identifier) sheet are
used with the 180-Pin Breakout Box. These jumpers
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are used to test the circuits going to the engine and This box is universal and can adapt to any control
chassis 76-pin connectors on the ECM. system by means of a unique jumper harness. Each
jumper harness is a separate part, complete with a
breakout box overlay (pin identifier) sheet.
180-Pin Breakout Box
The standard box layout is as follows:
• Two 90-pin connectors, which feed 90 banana
plug probing points.
• Each 90-pin section of the box is basically a
stand-alone box.
• The top row is all fuse protected circuits, the
second row is all twisted pair circuits.
Amp Clamp
Figure 233 1180–N4–0X0
The 180-Pin Breakout Box allows testing of electronic

control system components without disturbing Figure 234 ZTSE4575
connections or piercing wire insulation to access
various signal voltages in the electronic control
system. The Amp Clamp is used to measure amperage draw
for the Inlet Air Heater (IAH).
CAUTION: To prevent damage to the breakout box,
the breakout box is used for measurement only, not to
activate or control circuits. High current levels passing
through the breakout box will burn out the internal
circuitry.
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Digital Multimeter (DMM) EXP-1000 HD by Midtronics
Figure 235 ZTSE4357

Figure 236 EXP-1000 HD INTL
The DMM is used to troubleshoot electrical

The EXP-1000 HD by Midtronics is used to measure
components, sensors, injector solenoids, relays,
amperage draw for the inlet air heater.
and wiring harnesses. The DMM has a high input
impedance that allows testing of sensors while the
engine is running, without loading the circuit being
tested. This ensures the signal voltage measurement
will not be affected by the voltmeter.
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EZ-Tech® Electronic Service Tool (EST) International® Electronic Engine Terminal Test Kit
Figure 237 J-45067
The EST is used to run ServiceMaxx™ software for Figure 238 ZTSE4435C
diagnosing and troubleshooting engine and vehicle
problems.
The International® Electronic Engine Terminal Test
The EZ-Tech® Interface Kit cables are included with Kit is used to access circuits in the connector harness
the EST. and allows for the use of a DMM without damaging the
harness connectors. The probes may also be used as
a guide to determine whether the harness connector
ServiceMaxx™ Software is retaining correct tension on the mating terminal.
ServiceMaxx™ software, loaded to an EST or laptop
computer, is used to check performance of engine
systems, diagnose engine problems, and store
troubleshooting history for an engine.
EGES-455-1
NAVCoM Interface Kit 500-Ohm Resistor Harness
Figure 239 NAVCoM Interface Kit
The NAVCoM Interface Kit is used to connect the EST Figure 241 ZTSE4497
to ECM. The NAVLink Interface Kit is an alternative to
the NAVCoM Interface Kit.
The 500-Ohm Resistor Harness is used for sensor
end diagnostics of sensor circuits.
3-Banana Plug Harness
Breakout Harness 4484 (IPR)
Figure 242 ZTSE4484
Figure 240 ZTSE4498 Breakout Harness 4484 is used to measure the

voltage and resistance on circuits that go to the
Injection Pressure Regulator (IPR) valve.
The 3-Banana Plug Harness is used for sensor end
diagnostics of sensor circuits.
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Breakout Harness 4485A (APP) Temperature (EOT), Engine Coolant Temperature

(ECT), and Aftertreatment Fuel Shutoff Valve
(AFTFSV) sensors.
Breakout Harness 4674 (ECM and ACT PWR Relays)
Figure 243 ZTSE4485A Figure 245 ZTSE4674
Breakout Harness 4485A is used to measure voltage Breakout Harness 4674 is used to measure voltage
and resistance on circuits that go to the Accelerator and resistance on circuits that go to the ECM and ACT
Pedal Position (APP) sensor. PWR relays.
Breakout Harness 4602 (EOT, ECT, and AFTFSV) Breakout Harness 4735A (ETV)
Figure 246 ZTSE4735A

Figure 244 ZTSE4602
Breakout Harness 4735A is used to measure voltage

Breakout Harness 4602 is used to measure voltage and resistance on circuits connected to the Engine
and resistance on circuits that go to the Engine Oil Throttle Valve (ETV).
EGES-455-1
Breakout Harness 4760A (DOCIT, DPFIT, and Breakout Harness 4793 (UVC)
DPFOT)
Breakout Harness 4793 is used to measure voltage

Figure 247 ZTSE4760A and resistance on circuits connected to the Under
Valve Cover (UVC) Wiring-Injector solenoids.
Breakout Harness 4760A is used to measure voltage

and resistance on circuits that go to the Diesel Breakout Harness 4830 (AFTFIS)
Oxidation Catalyst Inlet Temperature (DOCIT), Diesel
Particulate Filter Inlet Temperature (DPFIT), and
Diesel Particulate Filter Outlet Temperature (DPFOT)
sensors.
Breakout Harness 4761A (DPFDP)
Figure 250 ZTSE4830
Figure 248 ZTSE4761A

Breakout Harness 4830 is used to measure
voltage and resistance on circuits connected to
Breakout Harness 4761A is used to measure voltage the Aftertreatment Fuel Inlet Sensor (AFTFIS).
and resistance on circuits that go to the Diesel
Particulate Filter Differential Pressure (DPFDP)
sensor.
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Breakout Harness 4831 (TC2WC) Breakout Harness 4850 (IMP, ICP, EOP, FDP, and
EBP)
Figure 251 ZTSE4831
Figure 253 ZTSE4850

Breakout Harness 4831 is used to measure
voltage and resistance on circuits connected to
the Turbocharger 2 Wastegate Control Actuator Breakout Harness 4850 is used to measure voltage
(TC2WC). and resistance on circuits connected to the Intake
Manifold Pressure (IMP), Injection Control Pressure
(ICP), Engine Oil Pressure (EOP), Fuel Delivery
Breakout Harness 4834 (EBPV) Pressure (FDP), and Exhaust Back Pressure (EBP)
sensors.
Breakout Harness 4908 (EFAN)
Figure 252 ZTSE4834

and resistance on circuits connected to the Exhaust Figure 254 ZTSE4908
Back Pressure Valve (EBPV).

and resistance on circuits to the Starter Relay and
Engine Fan (EFAN) relay.
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Breakout Harness 4946 (EGT) Breakout Harness 4950 (CKP)
Figure 257 ZTSE4950
Figure 255 ZTSE4946 Breakout Harness 4950 is used to measure voltage

and resistance on circuits connected to the Crankshaft
Position (CKP) sensor.
Breakout Harness 4946 enables the technician to
quickly connect a voltmeter and read voltage signals
for the Exhaust Gas Temperature (EGT) sensor. Breakout Harness 4951 (CMP)
Breakout Harness 4948 (EGR)
Figure 258 ZTSE4951

and resistance on circuits connected to the Camshaft
Position (CMP) sensor.
and resistance on circuits that go to the Exhaust Gas
Recirculation (EGR) valve.
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Breakout Harness 4952 (ICP, ECB, and ECBP) Breakout Harness 4993 (IMT)
Figure 261 ZTSE4993

and resistance on circuits that go to the Intake
Manifold Temperature (IMT) sensor.
Breakout Harness 4952 is used to measure continuity
of the Injection Control Pressure (ICP) sensor,
ECB (Engine Compression Brake), and the Engine Breakout Harness 6002 (WIF)
Compression Brake Pressure (ECBP) sensor.
Breakout Harness 4960 (MAF)
Figure 262 ZTSE6002

and resistance on circuits that go to the Water In Fuel
(WIF) sensor.
Figure 260 ZTSE4960

and resistance on circuits that go to the Mass Air Flow
(MAF) sensor.
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Breakout Harness 6020 (24-pin) Breakout Harness 6023 (EFP)
Figure 265 ZTSE6023

Figure 263 ZTSE6020
and resistance on circuits that go to the Electronic Fuel
Pump (EFP).
and resistance on circuits that go to the 24-pin
Engine/IP connector.
Breakout Harness 6025 (IAH)
Breakout Harness 6021 (AFTFD)
Figure 264 ZTSE6021 Figure 266 ZTSE6025
Breakout Harness 6021 is used to measure Breakout Harness 6025 is used to measure voltage
voltage and resistance on circuits connected to and resistance on circuits that go to the Inlet Air Heater
the Aftertreatment Fuel Doser (AFTFD). (IAH) relay.
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Breakout Harness 6027 (AFTFP)
Figure 267 ZTSE6027

and resistance on circuits that go to the AFT Fuel
Pressure (AFTFP) sensor.
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Mechanical Tools Charge Air Cooler Test Kit

CAC Block Off Kit
Figure 269 ZTSE4341
The Charge Air Cooler Test Kit is used to pressurize

the charge air cooler and piping to check for leaks.
Figure 268 ZTSE4937

Clean Fuel Tank Tool
1. Test plate
2. Seal Remover
3. Test plug
4. Seal installer
5. Test cap
The CAC Block Off Kit is used to pressure test the

interstage cooler (if available) and check for leaks.
Figure 270 TBD
The Clean Fuel Tank Tool is used to provide a clean,

alternative fuel source to aid in the diagnosis of the
fuel system.
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Crankcase Pressure Test Tool Digital Manometer
Figure 271 ZTSE4039 (0.406 in. diameter)

1. To magnehelic gauge or manometer
2. To valve cover
The Crankcase Pressure Test Tool is used to

measure combustion gas flow from the valve cover
and may be used with the magnehelic gauge or Slack
Tube® manometer.
Use the pressure readings obtained with this adapter
as the main source of engine condition. Use oil
consumption trend data if the pressure readings
are over the specified limits. Neither changes in
oil consumption trends nor crankcase diagnostic
pressure trends can establish a specific problem.
These changes only indicate that a problem exists.
Figure 272 Obtain locally
The Digital Manometer is used to measure low

vacuum due to intake restriction or low crankcase
pressure. A variety of digital manometers are
available for purchase locally. The Water Manometer
kit (ZTSE2217A) is an alternative to the Digital
Manometer
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EGR Cooler Leak Detection Kit EGR Mixing Bowl Guide Pins
Figure 273 KL 20030 NAV

1. KL 20040 NAV (2010 MaxxForce® 7)
2. KL 20020 NAV (2007 MaxxForce® DT, 9, and 10)
3. KL 20030 NAV (2010 MaxxForce® DT, 9, and 10) Figure 274 ZTSE4945
The EGR mixing Bowl guide pins are used while

The EGR Cooler Leak Detection Test Kit is used to
installing the EGR mixing bowl to not damage the
pressure test the Exhaust Gas Recirculation (EGR)
gasket.
cooler for leaks. KL 20020 NAV contains the plastic
case with the EGR Cooler Leak Detection Test Kit for
the 2007 MaxxForce® DT, 9, and 10. KL 20040 NAV EGR Valve Puller
is an add-on kit that contains the EGR Cooler Leak
Detection Test Kit for the 2010 MaxxForce® 7. KL
20030 NAV is an add-on kit that contains the EGR
Cooler Leak Detection Test Kit the 2010 MaxxForce®
DT, 9, and 10. The three test kits can be purchased
separately.
Figure 275 ZTSE4941
The EGR valve puller is used to removed the EGR

valve without damaging the valve.
EGES-455-1
Fuel Inlet Restriction and Aeration Tool Fuel Pressure Gauge
Figure 276 ZTSE6009
The Fuel Inlet Restriction and Aeration Tool is used

to check for pressure and aerated fuel in the low-fuel
pressure system.
Fuel/Oil Pressure Test Coupler
Figure 278 ZTSE4681

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

pressure and aerated fuel in the low-fuel pressure
Figure 277 ZTSE4526 system.
The Fuel/Oil Pressure Test Coupler is used with the

fuel pressure test fitting for an easy connection to
measure fuel pressure.
EGES-455-1
Fuel Pressure Test Kit Fuel Test Fitting
Figure 280 ZTSE4692

Figure 279 ZTSE4657
1. Compression fitting 1/8 NPT The fuel test fitting is used to measure fuel inlet
2. 90° elbow restriction or fuel pressure.
3. Quick disconnect check valve
4. Fuel pressure test adapter When measuring fuel inlet restriction, the fitting is
installed at the diagnostic port (inlet-side) of the fuel
filter housing.
The Fuel Pressure Test Kit includes a quick When measuring fuel pressure, the fitting can be
disconnect check valve and fittings that can be installed on the fuel rail instead of the Shrader valve.
used to make a test line to check fuel pressure at the
high-pressure fuel rail. The Fuel/Oil Pressure Test Coupler can then be
connected to the fuel test fitting to measure fuel
pressure or fuel inlet restriction.
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High Pressure Test Gauge ICP Adapter Pressure Test Fitting
Figure 282 ZTSE4927
The ICP Adapter Pressure Test Fitting is used

with the High Pressure Test Gauge (ZTSE4954) to
measure injection control pressure coming out of the
high-pressure pump.
ICP Test Kit
Figure 281 ZTSE4954
The High Pressure Test Gauge is used with the

ICP Adapter Pressure Test Fitting (ZTSE4927) to
measure injection control pressure coming out of the
high-pressure pump.
Figure 283 ZTSE4655

1. Fitting 13/16 - 16 NPT
2. ICP sensor adapter
NOTE: Sensor for test has to be acquired locally.

The ICP Test Kit is used to check ICP system
diagnostics. The ICP adapter is used with an
ICP sensor and the Under Valve Cover (UVC)
gasket breakout harness to check the integrity of the
high-pressure pump and IPR. The fitting is adapted
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to an air line to pressurize the UVC components and The IPR Plug Tester is used to check the
check for leaks. high-pressure pump for inability to reach maximum
injection control pressure.
Inline Shut-off Valve
Oil Cooler Test Plate
Figure 284 Part No. 221406
The Inline Shut-off Valve is used to make a test line to

check for aerated oil, specifically at the EOT sensor
port. The Shut-Off valve can also be used to make a
test line assembly to check for aerated fuel.
IPR Plug Tester
Figure 286 ZTSE4939
The Oil Cooler Test Plate is used to test the integrity

Figure 285 ZTSE4816 of the oil cooler.
EGES-455-1
Pressure Test Kit • 60 to 1100 kPa (0 to 160 psi) gauge may be used
to check the fuel pressure and oil pressure.
Pressure Vacuum Module
Figure 287 ZTSE4409
The Pressure Test Kit is used to measure intake

manifold (boost) pressure, fuel system inlet restriction,
fuel pressure, oil pressure, air cleaner intake
restriction, and crankcase pressure.
• 0 to 200 kPa (0 to 30 psi) measures intake
manifold pressure.
• 0-30 in Hg vacuum /0 to 200 kPa (0 to 30 psi)
compound gauge measures fuel system inlet Figure 288 Locally available
restriction and intake manifold pressure.
0-30 in H2O 0 to 7.5 kPa (0 to 1 psi) maximum The Pressure Vacuum Module is used for pressure
pressure magnehelic gauge measures crankcase and vacuum measurements. A variety of pressure
pressure and air inlet restriction. vacuum modules are available for purchase locally.
EGES-455-1
Turbo Lifting Bracket Radiator Pressure Test Kit
Figure 289 ZTSE4942

Figure 290 ZTSE2384
The Turbo Lifting Bracket is used to aid in the removal

of the turbo assembly. The Radiator Pressure Test Kit is used to check
pressure caps and cooling systems. The pressure
gauge indicates if the pressure cap holds the correct
pressure and whether the cooling system has leaks
or holds pressure.
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Slack Tube® Manometer Filling

Fill the manometer with water before checking
pressure. Use only distilled water. Add some colored
water vegetable dye so the scale can be read more
easily. With both legs of the manometer open to
the atmosphere, fill the tube until the top of the fluid
column is near the zero mark on the scale. Shake the
tube to eliminate any air bubbles.
Installing, Reading, and Cleaning
1. Support the manometer vertically. Make sure the
fluid level is in line with the zero indicator on the
graduated scale.
2. Connect one leg of the manometer to the source
of the pressure or vacuum. Leave the other leg
open to atmospheric pressure.
3. Start the engine and allow it to reach normal
operating temperature. Then run the engine to
high idle. The manometer can be read after 10
seconds.
4. Record the average position of the fluid level
when it is above and below the zero indicator.
Add the two figures together. The sum of the
two is the total column of fluid (distance A). This
represents the crankcase pressure in inches of
water (in-H2O).
At times, both columns of the manometer will not
travel the same distance. This is no concern if the
Figure 291 ZTSE2217A leg is not connected to the pressure or the vacuum
source is open to the atmosphere.
5. Compare the manometer reading with engine
The Slack Tube® Manometer is a U-shaped tube with specifications.
a scale mounted between the legs of the tube. When
the portability of the Pressure Test Kit is not required, 6. When the test is done, clean the tube thoroughly
this manometer is used to measure low vacuum using soap and water. Avoid liquid soaps and
for intake restriction, low pressure for crankcase, or solvents.
exhaust back pressure.
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UV Leak Detection Kit Vacuum Analyzer and Fuel Pump Tester
Figure 293 ZTSE2499
Figure 292 ZTSE4618

The Vacuum Analyzer and Fuel Pump Tester is used
to test the operation of the fuel pump.
The UV Leak Detection Kit is used with fuel dye to
quickly identify leaks. The fuel dye combines with
fuel and migrates out at the leak. The ultraviolet
lamp illuminates the leaking fuel dye, which appears
fluorescent yellow-green in color.
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Table of Contents
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .451
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450 10 ABBREVIATIONS AND ACRONYMS
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Abbreviations and Acronyms B+ or VBAT – Battery Voltage

BAP or BARO – Barometric Absolute Pressure
Abbreviations and Acronyms
BARO or BAP – Barometric Absolute Pressure
A or amp – Ampere BBDC – Before Bottom Dead Center
AAT – Ambient Air Temperature BC – Body Controller
ABDC – After Bottom Dead Center BCP – Brake Control Pressure
ABS – Antilock Brake System BCS – Boost Control Solenoid
AC – Alternating Current BDC – Bottom Dead Center
A/C – Air Conditioner bhp – Brake Horsepower
ACC – Air Conditioner Control BNO – Brake Normally Open
ACCEL – Accelerator BOO – Brake On / Off
ACD – Air Conditioner Demand BPP – Brake Pedal Position
ACM – Aftertreatment Control Module BPS – Brake Pressure Switch
ACT PWR GND – Actuator Power Ground BSV – Brake Shut-off Valve
ACV – Air Control Valve BTDC – Before Top Dead Center
A/F – Air to Fuel ratio BTU – British Thermal Unit
AFD – Aftertreatment Fuel Drain
AFI – Aftertreatment Fuel Injector C – Celsius
AFP – Aftertreatment Fuel Pressure CAC – Charge Air Cooler
AFS – Aftertreatment Fuel Supply CACOT – Charge Air Cooler Outlet Temperature
AFT – Aftertreatment CAN – Controller Area Network
AFTFD – Aftertreatment Fuel Doser CAP – Cold Ambient Protection
AFTFDH – Aftertreatment Fuel Doser High CARB – California Air Resources Board
AFTFDL – Aftertreatment Fuel Doser Low cc – Cubic centimeter
AFTFIT – Aftertreatment Fuel Inlet Temperature CCA – Cold Cranking Ampere
AFTFIS – Aftertreatment Fuel Inlet Sensor CCV – Coolant Control Valve
AFTFP – Aftertreatment Fuel Pressure CCOSS – Crankcase Oil Separator Speed
AFTFP1 – Aftertreatment Fuel Pressure 1 CCPS – Crankcase Pressure Sensor
AFTFP2 – Aftertreatment Fuel Pressure 2 CCS – Cruise Control Switches
AFTFSH – Aftertreatment Fuel Shutoff High CDR – Crankcase Depression Regulator
AFTFSL – Aftertreatment Fuel Shutoff Low cfm – Cubic feet per minute
AFTFSV – Aftertreatment Fuel Shutoff Valve cfs – Cubic feet per second
AIT – Air Inlet Temperature CFV – Coolant Flow Valve
Amb – Ambient CID – Cubic Inch Displacement
amp or A – Ampere CKP – Crankshaft Position
AMS – Air Management System CKPH – Crankshaft Position High
API – American Petroleum Institute CKPL – Crankshaft Position Low
APP – Accelerator Pedal Position CKPO – Crankshaft Position Out
APP1 – Accelerator Pedal Position 1 cm – Centimeter
APP2 – Accelerator Pedal Position 2 CMP – Camshaft Position
APS – Accelerator Position Sensor CMPH – Camshaft Position High
APS/IVS – Accelerator Position Sensor / Idle CMPL – Camshaft Position Low
Validation Switch CMPO – Camshaft Position Out
ASTM – American Society for Testing and Materials CMV – Coolant Mixer Valve
ATA – American Trucking Association CO – Carbon Monoxide
ATAH – American Trucking Association Link High COO – Cruise On / Off switch
ATAL – American Trucking Association Link Low CPU – Central Processing Unit
ATDC – After Top Dead Center CSFI – Cold Start Fuel Igniter
AWG – American Wire Gauge CSFS – Cold Start Fuel Solenoid
AWL – Amber Warning Lamp CSR – Cold Start Relay
CSS – Cold Start Solenoid
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CTC – Coolant Temperature Compensation EFT – Engine Fuel Temperature

Cyl – Cylinder EG – Ethylene Glycol
EGC – Electronic Gauge Cluster
DB – Decibel EGBP – Exhaust Gas Back Pressure
DC – Direct Current EGDP – Exhaust Gas Differential Pressure
DCA – Diesel Coolant Additive EGR – Exhaust Gas Recirculation
DDI – Digital Direct Fuel Injection EGRC – Exhaust Gas Recirculation Control
DDS – Driveline Disengagement Switch EGRH – Exhaust Gas Recirculation High control
DLC – Data Link Connector EGRL – Exhaust Gas Recirculation Low control
DME – Dimethyl Ether EGROT – Exhaust Gas Recirculation Outlet
DMM – Digital Multimeter Temperature
DOC – Diesel Oxidation Catalyst EGRP – Exhaust Gas Recirculation Position
DOCIT – Diesel Oxidation Catalyst Inlet Temperature EGRT – Exhaust Gas Recirculation Temperature
DOCOT – Diesel Oxidation Catalyst Outlet EGT – Exhaust Gas Temperature
Temperature EGT1 – Exhaust Gas Temperature 1
DPF – Diesel Particulate Filter EGT2 – Exhaust Gas Temperature 2
DPFDP – Diesel Particulate Filter Differential EGT3 – Exhaust Gas Temperature 3
Pressure EIM – Engine Interface Module
DPFIT – Diesel Particulate Filter Inlet Temperature ELS – Exhaust Lambda Sensor
DPFOT – Diesel Particulate Filter Outlet Temperature EMI – Electromagnetic Interference
DSI – Down Stream Injection EMP – Exhaust Manifold Pressure
DT – Diesel Turbocharged EMT – Exhaust Manifold Temperature
DTC – Diagnostic Trouble Code EOL – Engine Oil Level
DTCs – Diagnostic Trouble Codes EOP – Engine Oil Pressure
DTRM – Diesel Thermo Recirculation Module EOT – Engine Oil Temperature
EPA – Environmental Protection Agency
EBC – Exhaust Brake Controller EPR – Engine Pressure Regulator
EBP – Exhaust Back Pressure ESC – Electronic System Controller
EBPD – Exhaust Back Pressure Desired ESN – Engine Serial Number
EBPV – Exhaust Back Pressure Valve EST – Electronic Service Tool
ECB – Engine Compression Brake ETC – Engine Throttle Control
ECB1 – Engine Compression Brake 1 ETCH – Engine Throttle Control High
ECB2 – Engine Compression Brake 2 ETCL – Engine Throttle Control Low
ECB3 – Engine Compression Brake 3 ETP – Engine Throttle Position
ECBP – Engine Compression Brake Pressure ETV – Engine Throttle Valve
ECI – Engine Crank Inhibit EVB – Exhaust Valve Brake
ECL – Engine Coolant Level EWPS – Engine Warning Protection System
ECM – Engine Control Module
ECM GND – Engine Control Module Ground F – Fahrenheit
ECM PWR – Engine Control Module Power FCV – Fuel Coolant Valve
ECS – Engine Coolant System FDP – Fuel Delivery Pressure
ECSR – Engine Controlled Shutdown Request FEL – Family Emissions Limit
ECT – Engine Coolant Temperature fhp – Friction horsepower
ECT1 – Engine Coolant Temperature 1 FMI – Failure Mode Indicator
ECT2 – Engine Coolant Temperature 2 FPC – Fuel Pump Control
EFAN – Engine Fan FPCV – Fuel Pressure Control Valve
EFANS – Engine Fan Speed fpm – Feet per minute
EFC – Engine Fan Control FPM – Fuel Pump Monitor
EFP – Engine Fuel Pressure fps – Feet per second
EFRC – Engine Family Rating Code FRP – Fuel Rail Pressure
EFS – Engine Fan Speed ft – Feet
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FVCV – Fuel Volume Control Valve IST – Idle Shutdown Timer

ITP – Internal Transfer Pump
GND – Ground (electrical) ITV – Intake Throttle Valve
gal – Gallon ITVH – Intake Throttle Valve High control
gal/h – U.S. Gallons per hour ITVL – Intake Throttle Valve Low control
gal/min – U.S. Gallons per minute ITVP – Intake Throttle Valve Position
GCW – Gross Combined Weight IVS – Idle Validation Swtich
GCWR – Gross Combined Weight Rating
GPC – Glow Plug Control J1939H – J1939 Data Link High
GPD – Glow Plug Diagnostic J1939L – J1939 Data Link Low
GPR – Glow Plug Relay JCT – Junction (electrical)
GVW – Gross Vehicle Weight
kg – Kilogram
H2O – Water km – Kilometer
HC – Hydrocarbons km/h – Kilometers per hour
HCI – Hydrocarbon Injection km/l – Kilometers per liter
HEST – High Exhaust System Temperature KOEO – Key-On Engine-Off
HFCM – Horizontal Fuel Conditioning Module KOER – Key-On Engine-Running
Hg – Mercury kPa – Kilopascal
hp – Horsepower
HPCAC – High-Pressure Charge Air Cooler L – Liter
HPCR – High-Pressure Common Rail L/h – Liters per hour
HPFP – High-Pressure Fuel Pump L/m – Liters per minute
hr – Hour L/s – Liters per second
HS – Humidity Sensor lb – Pound
Hyd – Hydraulic lbf – Pounds of force
lb/s – Pounds per second
IAH – Inlet Air Heater lbf ft – Pounds of force per foot
IAHC – Inlet Air Heater Control lbf in – Pounds of force per inch
IAHD – Inlet Air Heater Diagnostic lbm – Pounds of mass
IAHR – Inlet Air Heater Relay LPCAC – Low-pressure Charge Air Cooler
IAT – Inlet Air Temperature LSD – Low Sulfur Diesel
IC – Integrated Circuit
ICP – Injection Control Pressure m – Meter
ICPR – Injection Control Pressure Regulator m/s – Meters per second
ICG1 – Injector Control Group 1 MAF – Mass Air Flow
ICG2 – Injector Control Group 2 MAF GND – Mass Air Flow Ground
ID – Inside Diameter MAG – Magnetic
IDM – Injector Driver Module MAP – Manifold Absolute Pressure
IGN – Ignition MAP/IAT – Manifold Absolute Pressure / Inlet Air
ILO – Injector Leak Off Temperature
IMP – Intake Manifold Pressure MAT – Manifold Air Temperature
IMT – Intake Manifold Temperature mep – Mean effective pressure
in – Inch mi – Mile
inHg – Inch of mercury MIL – Malfunction Indicator Lamp
inH2O – Inch of water mm – Millimeter
INJs – Injectors mpg – Miles per gallon
IPR – Injection Pressure Regulator mph – Miles per hour
IPR PWR – Injection Pressure Regulator Power MPR – Main Power Relay
ISC – Interstage Cooler MSDS – Material Safety Data Sheet
ISIS® – International® Service Information Solutions MSG – Micro Strain Gauge
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MSM – Multiplex System Module SCS – Speed Control Switch

MY – Model Year SHD – Shield (electrical)
SID – Subsystem Identifier
NC – Normally Closed (electrical) SIG GND – Signal Ground
NETS – Navistar Electronics Technical Support SIG GNDB – Signal Ground Body
Nm – Newton meter SIG GNDC – Signal Ground Chassis
NO – Normally Open (electrical) SIG GNDE – Signal Ground Engine
NOX – Nitrogen Oxides S/N – Serial Number
SPEEDO – Speedometer
O2S – Oxygen Sensor SPN – Suspect Parameter Number
O2SH – Oxygen Sensor Heater SW – Switch (electrical)
OAT – Organic Acid Technology SWBAT – Switch Battery
OCC – Output Circuit Check SYNC – Synchronization
OCP – Overcrank Protection
OD – Outside Diameter TACH – Tachometer output signal
OL – Over Limit TBD – To Be Determined
ORH – Out-of-Range High TC2CIS – Turbocharger 2 Compressor Inlet Sensor
ORL – Out-of-Range Low TC1TOP – Turbocharger 1 Turbine Outlet Pressure
OSHA – Occupational Safety and Health TC2TOP – Turbocharger 2 Turbine Outlet Pressure
Administration TC1WC – Turbocharger 1 Wastegate Control
OWL – Oil/Water Lamp TC2WC – Turbocharger 2 Wastegate Control
TCAPE – Truck Computer Analysis of Performance
PID – Parameter Identifier and Economy
P/N – Part Number TCM – Transmission Control Module
PDOC – Pre-Diesel Oxidation Catalyst TDC – Top Dead Center
ppm – Parts per million TDE – Transmission Driving Engaged
PROM – Programmable Read Only Memory TOP – Transmission Oil Pressure
psi – Pounds per square inch TOSS – Transmission Output Shaft Speed
psia – Pounds per square inch absolute TOT – Transmission Oil Temperature
psig – Pounds per square inch gauge TTS – Transmission Tailshaft Speed
pt – Pint
PTO – Power Takeoff ULSD – Ultra-Low Sulfur Diesel
PWM – Pulse Width Modulate UVC – Under Valve Cover
PWR – Power (voltage)
V – Volt
qt – Quart VBAT or B+ – Battery Voltage
VC – Volume Control
RAM – Random Access Memory VEPS – Vehicle Electronics Programming System
RAPP – Remote Accelerator Pedal Position VGT – Variable Geometry Turbo
RAS – Resume / Accelerate Switch (speed control) VIGN – Ignition Voltage
REPTO – Rear Engine Power Takeoff VIN – Vehicle Identification Number
RFI – Radio Frequency Interference VOP – Valve Opening Pressure
rev – Revolution VRE – Vehicle Retarder Enable
rpm – Revolutions per minute VREF – Reference Voltage
RPRE – Remote Preset VREFB – Reference Voltage Body
RSE – Radiator Shutter Enable VREFC – Reference Voltage Chassis
RVAR – Remote Variable VREFE – Reference Voltage Engine
VSO – Vehicle Speed Output
SAE – Society of Automotive Engineers VSO or VSS_CAL – Vehicle Speed Output
SCA – Supplemental Cooling Additive VSS – Vehicle Speed Sensor
SCCS – Speed Control Command Switches VSS_CAL or VSO – Vehicle Speed Output
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VSSH – Vehicle Speed Sensor High WIFL – Water In Fuel Lamp

VSSL – Vehicle Speed Sensor Low WTEC – World Transmission Electronically Controlled
automatic transmissions (Allison)
WTSL – Wait to Start Lamp
WEL – Warn Engine Lamp XCS – Transfercase
WIF – Water In Fuel XMSN – Transmission
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11 TERMINOLOGY 457
Table of Contents
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459
Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .459
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458 11 TERMINOLOGY
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11 TERMINOLOGY 459
Terminology Air entering the radiator may or may not be the same
ambient due to possible heating from other sources
Terms
or recirculation. (SAE J1004 SEP81)
Accelerator Pedal Position (APP) sensor – A
Ampere (amp) – The standard unit for measuring the
potentiometer sensor that indicates the position
strength of an electrical current. The flow rate of a
of the throttle pedal.
charge in a conductor or conducting medium of one
Accessory work – The work per cycle required to drive coulomb per second. (SAE J1213 NOV82)
engine accessories (normally, only those essential to
Analog – A continuously variable voltage.
engine operation).
Analog to digital converter (A/D) – A device in the ECM
Actuator – A device that performs work in response to
that converts an analog signal to a digital signal.
an input signal.
American Trucking Association (ATA) Datalink – A
Actuator Control – The ECM controls the actuators
serial datalink specified by the American Trucking
by applying a low-level signal (low-side driver) or a
Association and the SAE.
high-level signal (high side driver). When switched on,
both drivers complete a ground or power circuit to an Boost pressure – 1. The pressure of the charge air
actuator. leaving the turbocharger.
Aeration – The entrainment of air or combustion gas 2. Inlet manifold pressure that is greater than
in coolant, lubricant, or fuel. atmospheric pressure. Obtained by turbocharging.
Aftercooler (Charge Air Cooler) – A heat exchanger Bottom Dead Center (BDC) – The lowest position of
mounted in the charge air path between the the piston during the stroke.
turbocharger and engine intake manifold. The
Brake Horsepower (bhp) – The power output from
aftercooler reduces the charge air temperature by
an engine, not the indicated horsepower. The power
transferring heat from the charge air to a cooling
output of an engine, sometimes-called flywheel
medium (usually air).
horsepower, is less than the indicated horsepower by
Aftertreatment Fuel Doser (AFTFD) – A part of the amount of friction horsepower consumed in the
the Downstream Injection (DSI) unit that sends engine.
pressurized fuel to the Aftertreatment Fuel Injector
Brake Horsepower (bhp) net – Net brake horsepower
(AFI) to inject fuel into the exhaust pipe.
is measured with all engine components. The power
Aftertreatment (AFT) system – A part of the exhaust of an engine when configured as a fully equipped
system that processes engine exhaust to meet engine. (SAE J1349 JUN90)
emission requirements and traps particulate matter
Calibration – ECM programming strategy to solve
(soot) to prevent it from leaving the tailpipe.
engine performance equations and make decisions.
Air Control Valve (ACV) – Contains the LP Calibration values are stored in ROM and put into the
turbocharger wastegate control port, HP turbocharger processor during programming to allow the engine to
wastegate control port, the EBPV control port, and operate within certain parameters.
the TC1TOP port. Although these components are
Camshaft Position (CMP) sensor – A magnetic pickup
integral to the ACV, each circuit is controlled by the
sensor that provides the ECM with a camshaft speed
ECM. The ACV controls compressed air for each
and position signal.
control valve.
Carbon Monoxide (CO) – A colorless, odorless,
Air Inlet Temperature (AIT) sensor – A thermistor
highly poisonous gas that is formed by the incomplete
sensor that monitors intake air temperature.
combustion of carbon burning diesel engine. It is
Ambient temperature – The environmental air present in the exhaust gases of diesel engines.
temperature in which a unit is operating. In general,
Catalyst – A substance that produces a chemical
the temperature is measured in the shade (no solar
reaction without undergoing a chemical change itself.
radiation) and represents the air temperature for other
engine cooling performance measurement purposes.
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460 11 TERMINOLOGY
Catalytic converter – An antipollution device in the Cold Start Fuel Solenoid (CSFS) – As the engine
exhaust system that contains a catalyst for chemically is cranked, the ECM energizes the CSFS valve,
converting some pollutants in the exhaust gases introducing fuel into the CSFI, which ignites and
(carbon monoxide, unburned hydrocarbons, and warms the air being drawn into the engine.
oxides of nitrogen) into harmless compounds.
Cold Start Relay (CSR) – The CSR provides voltage
Cavitation – A dynamic condition in a fluid system that to the CSFI, and is controlled by the ECM.
forms gas-filled bubbles (cavities) in the fluid.
Controller Area Network (CAN) – A J1939 high-speed
Cetane number – 1. The auto-ignition quality of diesel communication link.
fuel.
Coolant – A fluid used to transport heat from one point
2. A rating applied to diesel fuel similar to octane to another.
rating for gasoline.
Coolant level switch – A switch sensor used to monitor
3. A measure of how readily diesel fuel starts to burn coolant level.
(self-ignites) at high compression temperature.
Coolant Flow Valve (CFV) – The CFV is ECM
Diesel fuel with a high cetane number self-ignites controlled and redirects coolant through the fuel
shortly after injection into the combustion chamber. cooler, based on EFT, when directed.
Therefore, it has a short ignition delay time. Diesel
Coolant Mixer Valve (CMV) – Controls coolant flow
fuel with a low cetane number resists self-ignition.
through the low-temperature radiator.
Therefore, it has a longer ignition delay time.
Continuous Monitor Test – An ECM function that
Charge air – Dense, pressurized, heated air
continuously monitors the inputs and outputs to
discharged from the turbocharger.
ensure that readings are within set limits.
Charge Air Cooler (CAC) – See Aftercooler.
Crankcase – The housing that encloses the
Charge Air Outlet Temperature (CACOT) sensor – crankshaft, connecting rods, and allied parts.
A thermistor sensor that monitors the temperature of
Crankcase breather – A vent for the crankcase to
charge air entering the intake air duct.
release excess interior air pressure.
Closed crankcase – A crankcase ventilation that
Crankcase Oil Separator Speed (CCOSS) sensor
recycles crankcase gases through a breather, then
– The CCOSS sensor sends the ECM information
back to the clean air intake.
about the speed of the crankcase oil separator internal
Closed loop operation – A system that uses sensors components.
to provide feedback to the ECM. The ECM uses the
Crankcase pressure – The force of air inside the
sensor input to continuously monitor variables and
crankcase against the crankcase housing.
adjust actuators to match engine requirements.
Crankshaft Position (CKP) sensor – A magnetic
Cloud point – The point when wax crystals occur in
pickup sensor that determines crankshaft position
fuel, making fuel cloudy or hazy. Usually below -12°C
and speed.
(10°F).
Current – The flow of electrons passing through a
Cold cranking ampere rating (battery rating) – The
conductor. Measured in amperes.
sustained constant current (in amperes) needed to
produce a minimum terminal voltage under a load of Damper – A device that reduces the amplitude of
7.2 volts per battery after 30 seconds. torsional vibration. (SAE J1479 JAN85)
Cold Start Fuel Igniter (CSFI) – The CSFI heats the Deaeration – The removal or purging of gases (air or
intake air by vaporizing and igniting fuel in the air inlet combustion gas) entrained in coolant or lubricating oil.
duct.
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11 TERMINOLOGY 461
Deaeration tank – A separate tank in the coolant Driver (low side) – A transistor within an electronic
system used for one or more of the following functions: module that controls the ground to an actuator circuit.
• Deaeration Dual Stage Turbocharger – An assembly of two
turbochargers (low-pressure and high-pressure) in
• Coolant reservoir (fluid expansion and afterboil)
series to provide a wide range of charge air pressures
• Coolant retention efficiently.
• Filling Duty cycle – A control signal that has a controlled
on/off time measurement from 0 to 100%. Normally
• Fluid level indication (visible)
used to control solenoids.
Diagnostic Trouble Code (DTC) – 2010 model year
EGR Cooler – A cooler that allows heat to dissipate
vehicles no longer utilize DTC identification by
from the exhaust gasses before they enter the intake
number. DTCs are now identified using the Suspect
manifold.
Parameter Number (SPN) and Failure Mode Indicator
(FMI) identifiers only. Engine Back Pressure Valve (EBPV) – The ECM
commands the EBPV to control the Exhaust Brake.
Diesel Particulate Filter (DPF) – A diesel particulate
filter, sometimes called a DPF, is a device designed Engine Compression Brake (ECB) valve – The ECB
to remove diesel particulate matter or soot from the valve controls pressure entering the brake oil gallery
exhaust gas of a diesel engine. from the high-pressure oil rail gallery. This activates
the brake actuator pistons and opens the exhaust
Diesel Oxidation Catalyst (DOC) – A DOC is part of
valves.
the diesel exhaust Aftertreatment system. DOCs are
devices that use a chemical process to break down Engine Compression Brake 1 (ECB1) solenoid – The
pollutants in the exhaust stream into less harmful ECB1 solenoid controls pressure entering the brake
components. More specifically, DOCs utilize rare oil gallery from the high-pressure oil rail gallery.
metals such as palladium and platinum to reduce
Engine Compression Brake 2 (ECB2) solenoid – The
hydrocarbon based Soluble Organic Fraction (SOF)
ECB2 solenoid controls pressure entering the brake
and carbon monoxide content of diesel exhaust by
oil gallery from the high-pressure oil rail gallery.
simple oxidation. The DOC can be used during
an active regeneration to create higher exhaust Engine Compression Brake Pressure (ECBP) sensor
temperatures, thereby reducing soot in the DPF. – A high-pressure sensor that provides a feedback
signal to the ECM indicating brake control pressure.
Digital Multimeter (DMM) – An electronic meter that
uses a digital display to indicate a measured value. Engine Control Module (ECM) – An electronic
Preferred for use on microprocessor systems because processor that monitors and controls the engine.
it has a very high internal impedance and will not load
Engine Coolant Level (ECL) sensor – A switch sensor
down the circuit being measured.
that monitors coolant level.
Disable – A computer decision that deactivates a
Engine Coolant Temperature 1 (ECT1) sensor –
system and prevents operation of the system.
A thermistor sensor that detects engine coolant
Displacement – The stroke of the piston multiplied by temperature.
the area of the cylinder bore multiplied by the number
Engine Coolant Temperature 2 (ECT2) sensor –
of cylinders in the engine.
A thermistor sensor that detects engine coolant
Down Stream Injection (DSI) – The DSI system injects temperature.
fuel into the exhaust system to increase temperature
Engine Fuel Temperature (EFT) sensor – A thermistor
of the exhaust gases, and is necessary for DPF
sensor that measures fuel temperature.
regeneration.
Engine lamp – An instrument panel lamp that comes
Driver (high side) – A transistor within an electronic
on when DTCs are set. DTCs can be read as flash
module that controls the power to an actuator circuit.
codes (red and amber instrument panel lamps).
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462 11 TERMINOLOGY
Engine OFF tests – Tests that are done with the Exhaust Manifold Pressure (EMP) sensor – A variable
ignition switch ON and the engine OFF. capacitance sensor used to indicate air pressure in the
exhaust manifold.
Engine Oil Pressure (EOP) sensor – A variable
capacitance sensor that measures oil pressure. Exhaust Manifold Temperature (EMT) sensor –
A thermistor style sensor used to indicate air
Engine Oil Temperature (EOT) sensor – A thermistor
temperature in the exhaust manifold.
sensor that measures oil temperature.
Fault detection/management – An alternate control
Engine rating – Engine rating includes Rated hp and
strategy that reduces adverse effects that can be
Rated rpm.
caused by a system failure. If a sensor fails, the ECM
Engine RUNNING tests – Tests done with the engine substitutes a good sensor signal or assumed sensor
running. value in its place. A lit amber instrument panel lamp
signals that the vehicle needs service.
Engine Throttle Valve (ETV) and Engine Throttle
Position Sensor – The ETV valve is used to Failure Mode Indicator (FMI) – Identifies the fault or
control airflow during a regeneration process of the condition effecting the individual component.
aftertreatment system. The ETV valve is also used
Filter restriction – A blockage, usually from
to ensure a smooth engine shut down by restricting
contaminants, that prevents the flow of fluid through
airflow to the engine at shut down.
a filter.
Engine Warning Protection System (EWPS) –
Flash code – See Diagnostic Trouble Code (DTC).
Safeguards the engine from undesirable operating
conditions to prevent engine damage and to prolong Fuel Delivery Pressure (FDP) sensor – A variable
engine life. capacitance sensor that monitors fuel pressure
coming from the fuel tank and sends a signal to the
Exhaust Back Pressure (EBP) – The pressure present
ECM.
in the exhaust system during the exhaust period.
Fuel inlet restriction – A blockage, usually from
Exhaust Back Pressure Valve (EBPV) – A valve that
contaminants, that prevents the flow of fluid through
regulates the amount of air pressure applied to the
the fuel inlet line.
EBPV pneumatic actuator.
Fuel pressure – The force fuel exerts on the fuel
Exhaust brake – A brake device using engine exhaust
system as it is pumped through the fuel system.
back pressure as a retarding medium.
Fuel Pressure Control Valve (FPCV) – The FPCV
Exhaust Gas Recirculation (EGR) – A system used
controls the fuel pressure to the fuel rails and is
to recirculate a portion of the exhaust gases into the
controlled by the ECM. FPCV control depends on fuel
power cylinder in order to reduce oxides of nitrogen.
pressure and fuel temperature.
Exhaust Gas Temperature (EGT) – The temperature
Fuel Rail Pressure (FRP) – The amount of pressure in
of exhaust gases.
the fuel rail.
Exhaust Gas Recirculation Temperature (EGRT)
Fuel Rail Pressure (FRP) sensor – A variable
sensor – A thermistor sensor that detects the exhaust
capacitance sensor that monitors fuel pressure in
gas temperature entering the EGR cooler.
the fuel rail and sends a signal to the ECM.
Exhaust Gas Recirculation (EGR) valve – The EGRV
Fuel strainer – A pre-filter in the fuel system that keeps
controls the flow of exhaust gases to the intake
larger contaminants from entering the fuel system.
manifold. The EGRV is integrated with an EGR
Position (EGRP) sensor.
Exhaust manifold – Exhaust gases flow through the
exhaust manifold to the turbocharger exhaust inlet and
are directed to the EGR cooler.
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11 TERMINOLOGY 463
Fuel Volume Control Valve (FVCV) – The FVCV High-pressure Fuel Pump (HPFP) assembly – The
regulates the volume of flow sent to the HPFP. HPFP is a volumetric pump that supplies fuel at
The FVCV allows a sufficient quantity of fuel to high-pressure. The HPFP is mounted in the rear
be delivered to the HPFP depending on engine valley on the top of the engine and is driven by the
load, speed, injector quantity, fuel temperature, and camshaft.
number of injections per cycle.
High-pressure Piezo Common Rail (HPCR) – The
Fully equipped engine – A fully equipped engine HPFP pumps fuel through separate tubes to each
is an engine equipped with only those accessories fuel rail. Each fuel rail has four fuel tubes, one for
necessary to perform its intended service. A fully each injector, that maintain constant pressure from
equipped engine does not include components the high-pressure pump to each injector.
that are used to power auxiliary systems. If these
High-speed digital inputs – Inputs to the ECM from
components are integral with the engine or, for any
a sensor that generates varying frequencies (engine
reason are included on the test engine, the power
speed and vehicle speed sensors).
absorbed may be determined and added to the net
brake power. (SAE J1995 JUN90) Horsepower (hp) – Horsepower is the unit of work
done in a given period of time, equal to 33,000 pounds
Fusible link (fuse link) – A fusible link is a special
multiplied by one foot per minute. 1hp = 33,000 lb x 1
section of low tension cable designed to open the
ft /1 min.
circuit when subjected to an extreme current overload.
(SAE J1156 APR86) Humidity Sensor (HS) – A sensor that measures the
moisture content of filtered air entering the intake
Gradeability – The maximum percent grade, which
system.
the vehicle can transverse for a specified time at a
specified speed. The gradeability limit is the grade Hydrocarbons – Organic compounds consisting of
upon which the vehicle can just move forward. (SAE hydrogen and carbon (fuel and oil).
J227a)
Hydrocarbon Injector – Injects fuel into the exhaust
Gross Combined Weight Rating (GCWR) – Maximum system to increase temperature of the exhaust gases.
combined weight of towing vehicle (including
Injection Pressure Regulator (IPR) valve – A valve that
passengers and cargo) and the trailer. The GCWR
is used to maintain desired injection control pressure.
indicates the maximum loaded weight that the vehicle
is allowed to tow. Injection Control Pressure (ICP) sensor – Provides a
feedback signal to the ECM indicating injection control
Gross brake horsepower – The power of a complete
pressure.
basic engine, with air cleaner, without fan, and
alternator, and air compressor not charging. Inlet Air Heater (IAH) – The IAH is primarily used to
assist in starting the engine during cold weather. In
H-Bridge Circuit – An H-Bridge (bipolar) circuit
addition, it helps to reduce white smoke emissions by
operates like putting a power source on one side of a
heating the incoming air.
motor and connecting the other side of the motor to a
ground. This turns the motor. By shifting the leads on Intake manifold – Engine component that evenly
the motor, it will turn in the opposite direction. supplies air to each intake port in the cylinder head(s).
Hall effect – The development of a transverse electric Intake Manifold Pressure (IMP) sensor – A variable
potential gradient in a current-carrying conductor or capacitance sensor used to indicate air pressure in the
semiconductor when a magnetic field is applied. intake manifold.
Hall effect sensor – Transducer that varies its output Intake Manifold Temperature (IMT) sensor – A
voltage in response to changes in a magnetic field. thermistor sensor used to indicate air temperature in
Commonly used to time the speed of wheels and the intake manifold.
shafts.
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464 11 TERMINOLOGY
Internal Transfer Pump (ITP) – The ITP is part of MasterDiagnostics® (MD) – Diagnostics software for
the HPFP assembly and driven off the same shaft engine related components and systems.
as the HPFP assembly. The ITP supplies fuel at a
Magnehelic Gauge – A gauge that measures pressure
slightly higher pressure and flow to the HPFP though
in inches of water.
the Fuel Volume Control Valve (FVCV). The ITP
also provides fuel for cooling and lubrication of the Magnetic Pickup Sensor – A magnetic pickup sensor
HPFP. Fuel is rerouted as pump return flow through generates an alternating frequency that indicates
the HPFP cooling and lubrication valve. Pressure is speed. Magnetic pickups have a two-wire connection
maintained at the inlet of the HPFP piston pump by for signal and ground. This sensor has a permanent
an ITP regulator. magnetic core surrounded by a wire coil. The signal
frequency is generated by the rotation of the gear
International NGV Tool Utilized for Next Generation
teeth that disturb the magnetic field.
Electronics (INTUNE) – The diagnostics software for
chassis related components and systems. Metering unit valve assembly – The Metering unit
valve assembly provides a metered amount of fuel to
Interstage Cooler (ISC) – Uses cooled coolant to
the Aftertreatment Fuel Injector (AFI).
lower the charged air temperature that exits from the
turbocharger low-pressure compressor and enters Microprocessor – An integrated circuit in a
the turbocharger high-pressure compressor. microcomputer that controls information flow.
Low speed digital inputs – Switched sensor inputs Micro Strain Gauge (MSG) Sensor – A MSG sensor
that generate an on/off (high/low) signal to the ECM. measures pressure. Pressure exerts force on a
The input to the ECM from the sensor could be from pressure vessel that stretches and compresses to
a high input source switch (usually 5 or 12 volts) or change resistance of strain gauges bonded to the
from a grounding switch that grounds the signal from surface of the pressure vessel. Internal sensor
a current limiting resistor in the ECM that creates a low electronics convert the changes in resistance to a
signal (0 volts). ratiometric voltage output.
Low temperature radiator thermostat – Coolant flow Nitrogen Oxides (NOx) – Nitrogen oxides form by
to the low temperature radiator is regulated by the low a reaction between nitrogen and oxygen at high
temperature radiator thermostat. temperatures and pressures in the combustion
chamber.
Lubricity – Lubricity is the ability of a substance to
reduce friction between solid surfaces in relative Normally closed – Refers to a switch that remains
motion under loaded conditions. closed when no control force is acting on it.
Lug (engine) – A condition when the engine is run at Normally open – Refers to a switch that remains open
an overly low RPM for the load being applied. when no control force is acting on it.
Manifold Absolute Pressure (MAP) – Boost pressure Ohm (Ω) – The unit of electrical resistance. One ohm
in the manifold that is a result of the turbocharger. is the value of resistance through which a potential of
one volt will maintain a current of one ampere. (SAE
Manifold Absolute Pressure (MAP) sensor – A variable
J1213 NOV82)
capacitance sensor that measures boost pressure.
On demand test – A self-test the technician initiates
Manometer – A double-leg liquid-column gauge, or a
using the EST that is run from a program in the
single inclined gauge, used to measure the difference
software.
between two fluid pressures. Typically, a manometer
records in inches of water. Output Circuit Check (OCC) – An on-demand test
done during an Engine OFF self-test to check the
Mass Air Flow – The intake airflow in an engine.
continuity of selected actuators.
Mass Air Flow (MAF) sensor – The MAF sensor is
Oxides of Nitrogen (NOx) – Nitrogen oxides formed
used for closed loop control of the EGR valve and ITV.
by a reaction between nitrogen and oxygen at high
The ECM monitors the MAF signal so that the ECM
temperatures.
can control the EGR and intake throttle systems.
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11 TERMINOLOGY 465
Oxygen Sensor (O2S) – A sensor that monitors to change resistance of strain gauges bonded to
oxygen levels in the exhaust. the surface of the pressure vessel. Internal sensor
electronics convert the changes in resistance to a
pH – A measure of the acidity or alkalinity of a solution.
ratiometric voltage output.
Particulate matter – Particulate matter includes mostly
Reference voltage (VREF) – A 5 volt reference supplied
burned particles of fuel and engine oil.
by the ECM to operate the engine sensors.
Piezometer – An instrument for measuring fluid
Reserve capacity – Time in minutes that a fully
pressure.
charged battery can be discharged to 10.5 volts at 25
Power – Power is a measure of the rate at which amperes.
work (force x distance) is done during a specific time.
Regeneration – Oxidation of accumulated soot
Compare with Torque.
(carbon-based particulates) in the Diesel Particulate
Power TakeOff (PTO) – Accessory output, usually Filter (DPF). The soot is reduced to ash and stored in
from the transmission, used to power a hydraulic the PDF.
pump for a special auxiliary feature (garbage packing,
Return Fuel System – The return fuel system moves
lift equipment, etc).
unused fuel from the fuel injectors to the fuel cooler.
Pulse Width Modulation (PWM) – Succession of Excess fuel out of the FVCV and the FPCV mix with
digital electrical pulses, rather than an analog signal. fuel from the fuel injectors on the way to the fuel
Efficient method of providing power between fully on cooler.
and fully off.
ServiceMaxx™ software – Diagnostics software for
Random Access Memory (RAM) – Computer memory engine related components and systems.
that stores information. Information can be written to
Signal Conditioner – The signal conditioner in the
and read from RAM. Input information (current engine
internal microprocessor converts analog signals to
speed or temperature) can be stored in RAM to be
digital signals, squares up sine wave signals, or
compared to values stored in Read Only Memory
amplifies low-intensity signals to a level that the ECM
(ROM). All memory in RAM is lost when the ignition
microprocessor can process.
switch is turned off.
Signal ground – The common ground wire to the ECM
Rated gross horsepower – Engine gross horsepower
for the sensors.
at rated speed as declared by the manufacturer. (SAE
J1995 JUN90) Speed Control Command Switches (SCCS) – A set
of switches used for cruise control, Power TakeOff
Rated horsepower – Maximum brake horsepower
(PTO), and remote hand throttle system.
output of an engine as certified by the engine
manufacturer. The power of an engine when Steady state condition – An engine operating
configured as a basic engine. (SAE J1995 JUN90) at a constant speed and load and at stabilized
temperatures and pressures. (SAE J215 JAN80)
Rated net horsepower – Engine net horsepower at
rated speed as declared by the manufacturer. (SAE Strategy – A plan or set of operating instructions
J1349 JUN90) that the microprocessor follows for a desired goal.
Strategy is the computer program itself, including
Rated speed – The speed, as determined by the
all equations and decision making logic. Strategy is
manufacturer, at which the engine is rated. (SAE
always stored in ROM and cannot be changed during
J1995 JUN90)
calibration.
Rated torque – Maximum torque produced by an
Stroke – The movement of the piston from Top Dead
engine as certified by the manufacturer.
Center (TDC) to Bottom Dead Center (BDC).
Ratiometric Voltage – In a Micro Strain Gauge (MSG)
Substrate – Material that supports the wash coating or
sensor, pressure to be measured exerts force on
catalytic materials.
a pressure vessel that stretches and compresses
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466 11 TERMINOLOGY
Suspect Parameter Number (SPN) – A 19-bit number Turbocharger – A turbine driven compressor mounted
used to identify the item for which diagnostics on the exhaust manifold. The turbocharger increases
are being reported. The SPN is used for multiple the pressure, temperature and density of intake air to
purposes, some that are specific to diagnostics are charge air.
as follows;
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
• Identify the least repairable subsystem that has sensor – A variable capacitance sensor that monitors
failed. exhaust back-pressure.
• Identify subsystems or assemblies that may not Turbocharger 2 Compressor Inlet (TC2CIS) sensor –
have hard failures but may be exhibiting abnormal The TC2CIS sensor includes a thermistor sensor that
operating performance. monitors the temperature of charge air entering the
HP turbocharger. This sensor also monitors boost
• Identify a particular event or condition that will be
pressure for the LP turbocharger.
reported.
Turbocharger Wastegate Control (TCWC) solenoid –
• Report a component and non-standard failure
Controls the TCWC actuator by regulating the amount
mode.
of charge air pressure supplied to the TCWC actuator.
System restriction (air) – The static pressure The TCWC solenoid is controlled by signals from the
differential that occurs at a given airflow from air ECM in response to engine speed, required fuel
entrance through air exit in a system. Usually quantity, boost, exhaust back-pressure, and altitude.
measured in inches (millimeters) of water. (SAE
Turbocharger 1 Wastegate Control (TC1WC) solenoid
J1004 SEP81)
– Controls the TC1WC actuator by regulating the
Tachometer output signal – Engine speed signal for amount of charge air pressure supplied to the TC1WC
remote tachometers. actuator. The TC1WC solenoid is controlled by
signals from the ECM in response to engine speed,
Thermistor – A semiconductor device. A sensing
required fuel quantity, boost, exhaust back-pressure,
element that changes resistance as the temperature
and altitude. The TC1WC actuator is part of the
changes.
turbocharger assembly.
Thermistor Sensor – Changes electrical resistance
Turbocharger 2 Wastegate Control (TC2WC) solenoid
with changes in temperature. Resistance in the
– Controls the TC2WC actuator by regulating
thermistor decreases as temperature increases, and
the amount of charge air pressure supplied to
increases as temperature decreases. Thermistors
the wastegate actuator. The TC2WC solenoid is
work with a resistor that limits current to form a voltage
controlled by signals from the ECM in response to
signal matched with a temperature value.
engine speed, required fuel quantity, boost, exhaust
Thrust load – A thrust load pushes or reacts through back-pressure, and altitude. The TC2WC actuator is
a bearing in a direction parallel to the shaft. part of the turbocharger assembly.
Top Dead Center (TDC) – The uppermost position of Variable capacitance sensor – A variable capacitance
the piston during the stroke. sensor measures pressure. The pressure forces a
ceramic material closer to a thin metal disc in the
Torque – A force having a twisting or turning effect.
sensor, changing the capacitance of the sensor.
For a single force, the cross product of a vector from
some reference point to the point of application of the Vehicle Electronic System Programming System –
force within the force itself. Also known as moment of The computer system used to program electronically
force or rotation moment. Torque is a measure of the controlled vehicles.
ability of an engine to do work.
Vehicle Retarder Enable/Engage – Output from the
Truck Computer Analysis of Performance and ECM to a vehicle retarder.
Economy (TCAPE) – A computer program that
Vehicle Speed Sensor (VSS) – Normally a magnetic
simulates the performance and fuel economy of
pickup sensor mounted in the tailshaft housing of the
trucks.
transmission, used to indicate ground speed.
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11 TERMINOLOGY 467
Viscosity – The internal resistance to the flow of any Voltage drop – Reduction in applied voltage from the
fluid. current flowing through a circuit or portion of the circuit
current multiplied by resistance.
Viscous fan – A fan drive that is activated when a
thermostat, sensing high air temperature, forces fluid Voltage ignition – Voltage supplied by the ignition
through a special coupling. The fluid activates the fan. switch when the key is ON.
Volt (v) – A unit of electromotive force that will move Washcoat – A layer of alumina applied to the substrate
a current of one ampere through a resistance of one in a monolith-type converter.
Ohm.
Water In Fuel (WIF) sensor – A switch sensor that
Voltage – Electrical potential expressed in volts. measures the amount of water in the fuel.
EGES-455-1
468 11 TERMINOLOGY
EGES-455-1
12 APPENDIX A: PERFORMANCE SPECIFICATIONS 469
Table of Contents
All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .471
MaxxForce® DT (7.6L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .476

215 hp @ 2200 rpm (12NUK). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .476
230 hp @ 2200 rpm (12NUL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .478
230 hp @ 2200 rpm (12NUM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .480
245 hp @ 2200 rpm (12NUN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .482
260 hp @ 2200 rpm (12NUP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .484
270 hp @ 2200 rpm (12NUR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .486
280 hp @ 2200 rpm (12NUS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .488
300 hp @ 2200 rpm (12NUT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490
MaxxForce® 9 (9.3L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492

300 hp @ 2000 rpm (12NUU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492
315 hp @ 2000 rpm (12NUV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .494
315 hp @ 2000 rpm (12NUW). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .496
MaxxForce® 10 (9.3L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .498

310 hp @ 2000 rpm (12NUX). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .498
330 hp @ 2000 rpm (12NUY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .500
350 hp @ 2000 rpm (12NUZ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .502
EGES-455-1
470 12 APPENDIX A: PERFORMANCE SPECIFICATIONS
EGES-455-1
All Ratings
Pressure Sensors
Key-On Engine-Off
Barometric pressure at 620 ft above sea level 98 kPa (14 psia) / 4.0 V
Engine Compression Brake Pressure 0 MPa (0 psi) / 0 V
Engine oil pressure 0 kPa (0 psi) / 0.6 V
Exhaust back pressure 0 kPa (0 psi) / 0.76 V
Diesel particulate filter differential pressure 0 kPa (0 psi) / 0.74 V
Injection control pressure 0 MPa (0 psi) / 0.24 V
Intake manifold pressure 0 kPa (0 psi) / 0.76 V
Fuel delivery pressure (gauge) 0 kPa (0 psi) / 0.72 V with fuel pump off
517 kPa (90 psi) with fuel pump on
NOTE: FDP sensor will read 517 kPa (75

psi) maximum
Mass air flow sensor 1700 Hz
Position Sensors
Key-On Engine-Off
Accelerator Pedal Position (At Idle) 0%
S_APP1 Volts (At Idle) 1.10 Volts ± 0.3 V
S_APP2 Volts (At Idle) 0.56 Volts ± 0.3 V
Accelerator Pedal Position (Fully Depressed) 99.6 %
S_APP1 Volts (Fully Depressed) 4.3 Volts ± 0.3 V
S_APP2 Volts (Fully Depressed) 2.14 Volts ± 0.3 V
EGR Control (min) 35 %
EGR Control (max) 85 %
Engine throttle valve position 0%
EGES-455-1
Engine Cranking
Cranking rpm (min) 130 rpm
20 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.
Battery voltage (min based on ECM drop out) 9V
Injection control pressure (min to start engine) 5 MPa (725 psi) / 0.95 V
EGR control 35 %
Fuel delivery pressure 517 kPa (75 psi)
NOTE: FDP sensor will read 517 kPa (75

psi) maximum. When tested with a gauge,
fuel pressure should be 621 kPa (90 psi).
Temperature Sensors
Low Idle, no load, stabilized engine operating temperature
Engine coolant temperature (at thermostat opening) 85 °C (185 °F) ± 2.78 °C (5 °F)
1.26 V ± 0.4 V
Engine oil temperature should not go 5.5 °C (10 °F) above engine coolant temperature.
Intake Manifold Temperature 66 °C (150 °F) ± 5.5 °C (10 °F)
Pressure - check with sensor and mechanical gauge
Engine oil pressure (min with gauge) 214 kPa (31 psi) / 2.19 V
Fuel delivery pressure (gauge) 621 kPa (90 psi) ± 10 psi
Mass air flow sensor 3140 Hz ± 100 Hz
High Idle, Parasitic load, at stabilized operating temperature
Mass air flow sensor 7064 Hz ± 100 Hz
EGES-455-1
Actuator Output State Test
Injector pressure regulator valve Output state LOW – 0%
Output state HIGH – 90%
Exhaust gas recirculation valve Output state LOW – 35%
Engine throttle valve Output state LOW – 0%
Engine throttle valve position Output state LOW – 1.12 V
Output state HIGH – 4.7 V
Turbocharger wastegate solenoid Output state LOW – 0%
Exhaust brake solenoid Output state LOW – 0%
Full load, ECM rated speed at highway, stabilized operating temperature
Air cleaner restriction (max) 6.2 kPa (25 in H2O)
Mass air flow sensor 4612 Hz (min)
8138 Hz (max)
EGES-455-1
Component Specifications
Temperature Sensor (ECT)
Temperature at -18 °C (0 °F) 4.62 V / 247 kΩ ± 12.4 kΩ
Temperature at 0 °C (32 °F) 4.37 V / 96 kΩ ± 4.8 kΩ
Temperature at 65 °C (150 °F) 1.93 V / 6.3 kΩ ± 0.3 kΩ
Temperature Sensor (EOT)
Temperature Sensor (IMT)
Temperature at -18 °C (0 °F) 4.64 V / 269 kΩ
Temperature at 0 °C (32 °F) 4.40 V / 99 kΩ
Temperature at 21 °C (70 °F) 3.80 V / 36 kΩ
Temperature at 65 °C (150 °F) 1.89 V / 6.2 kΩ
Temperature at 93 °C (200 °F) 0.99 V / 2.5 kΩ
Temperature Sensor (AIT)
Temperature at 65 °C (150 °F) 0.908 V / 6.335 Ω ± 81 Ω
Temperature Sensors (DOCIT, DPFIT, DPFOT)
Temperature at 21 °C (70 °F) 0.88 V / 216 Ω
EGES-455-1
Component Specifications (cont.)
Other Components
CMP sensor 850 Ω
CKP sensor 420 Ω ± 140 Ω
Injector coil 0.575 Ω ± 0.575 Ω
Crankcase Pressure
High idle no load - max. using ZTSE4039 20 kPa (6 in. Hg)
TC2WC Rod Extension
Air pressure at 81.7 kPa (11.85 PSI) Rod extension 4.1 mm (0.16 in.)
Air pressure at 120.7 kPa (17.5 PSI) Rod extension 10.2 mm (0.4 in.)
Air pressure at 148.2 kPa (21.5 PSI) Rod extension 14 mm (0.55 in.)
EGES-455-1
MaxxForce® DT (7.6L)
215 hp @ 2200 rpm (12NUK)
MaxxForce® DT/215 hp @ 2200 rpm / 560 ft•lb @ 1300 rpm
50 state 2010 Model Year (MY)
Engine unit code 12NUK
Engine model MaxxForce® DT/215
Engine Family Rating Code (EFRC) 1121
Injection timing Nonadjustable
High idle speed - manual transmission 2600 rpm
High idle speed - automatic transmission 2600 rpm
Low idle speed 700 rpm
Intake manifold pressure 0 kPa (0 psi)
Exhaust back pressure 2 kPa (0.29 psi) / 0.74 V
Injection control pressure 5.9 MPa (859 psi) / 1.07 V
EGR Control 35 % to 80 %
Engine Throttle Position 0%
High Idle, no load, stabilized engine operating temperature
Intake Manifold Pressure 69 to 97 kPa (10 to 14 psi)
EGR Control 35 % to 80 %
Torque converter stall (automatic transmission) 2000 rpm or greater @ 5 seconds or less
Full load, ECM rated speed at highway, stabilized engine operating temperature
Exhaust back pressure 290 kPa (42 psi)
Injection control pressure 31 MPa (4525 psi)
EGES-455-1
EGR control 35% to 80%
EGES-455-1
230 hp @ 2200 rpm (12NUL)
Engine unit code 12NUL
Exhaust back pressure 1.3 kPa (0.19 psi) / 0.74 V
Intake manifold pressure 60 kPa (8.7 psi)
Exhaust back pressure 247 kPa (35.85 psi)
Injection control pressure 30.3 MPa (4401 psi)
EGES-455-1
EGES-455-1
230 hp @ 2200 rpm (12NUM)
Engine unit code 12NUM
EGR Control 35% to 80%
EGES-455-1
EGES-455-1
245 hp @ 2200 rpm (12NUN)
Engine unit code 12NUN
EGES-455-1
EGES-455-1
260 hp @ 2200 rpm (12NUP)
Engine unit code 12NUP
EGES-455-1
EGES-455-1
270 hp @ 2200 rpm (12NUR)
Engine unit code 12NUR
EGES-455-1
EGES-455-1
280 hp @ 2200 rpm (12NUS)
Engine unit code 12NUS
EGES-455-1
EGES-455-1
300 hp @ 2200 rpm (12NUT)
Engine unit code 12NUT
EGES-455-1
EGES-455-1
MaxxForce® 9 (9.3L)
300 hp @ 2000 rpm (12NUU)
MaxxForce® 9/300 hp @ 2000 rpm / 860 ft•lb @ 1200 rpm
Engine unit code 12NUU
Engine model MaxxForce® 9/300
EGES-455-1
EGES-455-1
315 hp @ 2000 rpm (12NUV)
Engine unit code 12NUV
EGES-455-1
EGES-455-1
315 hp @ 2000 rpm (12NUW)
Engine unit code 12NUW
EGES-455-1
EGES-455-1
MaxxForce® 10 (9.3L)
310 hp @ 2000 rpm (12NUX)
Engine unit code 12NUX
EGES-455-1
EGES-455-1
330 hp @ 2000 rpm (12NUY)
Engine unit code 12NUY
EGES-455-1
EGES-455-1
350 hp @ 2000 rpm (12NUZ)
Engine unit code 12NUZ
EGES-455-1
EGES-455-1
EGES-455-1
13 APPENDIX B: SIGNAL VALUES 505
Table of Contents
Signal Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .507
EGES-455-1
506 13 APPENDIX B: SIGNAL VALUES
EGES-455-1
Signal Values
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the
breakout connected between the Engine Control Module (ECM) and engine harness. See “APPENDIX
A: PERFORMANCE SPECIFICATIONS” (page 471) for actuator output voltages, sensor values, and
component specifications in a wide range of conditions.
Chassis 76 Pin Connector

ECM Pin Abbreviation Circuit Name KOEO
C-1, 3, 5 ECM PWR ECM Power B+
C-2, 4, 6 ECM GND ECM Ground 0V
C-7 ECI Engine Crank Inhibit 0V
C-8 DOCIT DOC Inlet Temperature 0.90 V
C-9, 51, 63 VREF-C Voltage Reference 5.00 V
C-10 ATA-L ATA Communication Link Low 0.77 V – 1.30 V
C-11 XCS Transfercase 2.75 V
C-16 RPRE Remote Preset PTO 0V
C-17 DOCOT DOC Outlet Temperature 0.90 V
C-19 DPFDP DPF Differential Pressure 0.72 V
C-21 OWL Oil Warn Lamp 4.41 V
C-22 WEL Warn Engine Lamp 4.41 V
C-25 ATA-H ATA Communication Link High 3.05 V – 4.00 V
C-26 EGRP Exhaust Gas Recirculation Position 1.79 V
C-27 VREF-B Voltage Reference Body 5.00 V
C-29 AIT Air Inlet Temperature 2.47 V
C-31 SWBAT Switch Battery B+
C-33 APP1 Accelerator Pedal Position 1 1.10 V
C-34, 36 SIG GND-C Signal Ground Chassis 0V
C-35 SIG GND-B Signal Ground Body 0V
C-42 ECL Engine Coolant Level 0V
C-45 IPR PWR IPR Power B+
C-48 APP2 Accelerator Pedal Position 2 0.53 V
C-49 RAS Resume Accel Switch 0V
C-50 RAPP Remote Accelerator Pedal Position 0V
C-53 VSS-L Vehicle Speed Signal Low 2.75 V
C-54 VSS-H Vehicle Speed Signal High 2.75 V
C-58 EFC Engine Fan Control 4.41 V
EGES-455-1
Chassis 76 Pin Connector

C-60 RVAR Remote Variable PTO 0V
C-61 J1939-H J1939 Data Link High 2.57 V
C-62 J1939-L J1939 Data Link Low 2.39 V
C-65 TDE Transmission Driveline Engaged 0V
C-67 DPFOT DPF Outlet Temperature 0.92 V
C-70 MPR Main Power Relay 0.76 V
C-71 TACH Tachometer B+
C-72 VSO Vehicle Speed Output B+
C-76 FPC Fuel Pump Control B+
EGES-455-1
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the
breakout connected between the Engine Control Module (ECM) and engine harness. See “APPENDIX
A: PERFORMANCE SPECIFICATIONS” (page 471) for actuator output voltages, sensor values, and
component specifications in a wide range of conditions.
Engine 76 Pin Connector

E-7 WIF Water In Fuel 4.66 V
E-12 MAF GND Mass Airflow Ground 0V
E-13 EOP Engine Oil Pressure 0.56 V
E-15 IMT Intake Manifold Temperature 2.67 V
E-20 EBP Exhaust Back Pressure 0.74 V
E-24 CMP-H Camshaft Position High 2.48 V
E-25 CKP-H Crankshaft Position High 2.50 V
E-28 SIG GND-E Signal Ground Engine 0V
E-32 FDP Fuel Delivery Pressure 0.73 V
E-33 ECT1 Engine Coolant Temperature 1 3.27 V
E-41 CKP-L Crankshaft Position Low 2.50 V
E-42 CMP-L Camshaft Position Low 2.28 V
E-43 IPR Injection Pressure Regulator B+
E-45 EBPV Exhaust Back Pressure Valve 0.52 V
E-48 IMP Intake Manifold Pressure 0.73 V
E-50 EGT Exhaust Gas Temperature 4.65 V
E-56 TC2TOP Turbocharger 2 Turbine Outlet Pressure 0V
E-57, 75 ETC-L Engine Throttle Control Low B+
E-58, 76 ETC-H Engine Throttle Control High B+
E-59 IAH-C Inlet Air Heater Control 2.86 V
E-66 EOT Engine Oil Temperature 3.44 V
E-67 MAF Mass Airflow 2.69 V
E-68 ETP Engine Throttle Position 1.12 V
E-69 FPM Fuel Pump Monitor 0V
E-71 EGRC Exhaust Gas Recirculation Control 3.95 V
E-73 TC2WC Turbocharger 2 Wastegate Control B+
EGES-455-1
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the breakout
harness connected between the gray valve cover connector and engine harness.
Gray 8 Pin UVC Connector

1 ECBP Engine Compression Brake Pressure 0.27 V
2, 7 SIG GND-E Signal Ground Engine 0V
3, 8 VREF-E Voltage Reference Engine 5.00 V
4 ECB1 Engine Compression Brake 1 0V
6 ICP Injection Control Pressure 0.27 V
NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the 24-pin
breakout harness connected between the 24-pin connector and engine harness.
Downstream Injection (DSI) System

24-Pin Abbreviation Circuit Name KOEO
5 AFTFIT AFT Fuel Inlet Temperature 5.44 V
6, 15 AFT VREF AFT Voltage Reference 5.00 V
7 AFTFP1 AFT Fuel Pressure 1 4.79 V
8, 16 AFT SIG GND AFT Signal Ground 0V
9 AFTFD-H AFT Fuel Doser High 6.07 V
10 AFTFD-L AFT Fuel Doser Low 0V
17 AFTFP2 AFT Fuel Pressure 2 5.44 V
18 AFTFS-H AFT Fuel Shutoff High 6.08 V
19 AFTFS-L AFT Fuel Shutoff Low -0.35 V
EGES-455-1
14 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 511
Table of Contents
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .513
EGES-455-1
512 14 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-455-1
14 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI) 513
Description product enhancements and field service issues. File

TSIs in this section for supplemental reference.
Technical Service Information (TSI) letters are
periodically published to inform service technicians of
EGES-455-1
514 14 APPENDIX C: TECHNICAL SERVICE INFORMATION (TSI)
EGES-455-1
Printed in the United States of America

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DIAGNOSTIC/TROUBLESHOOTING MANUAL

2010 MaxxForce® DT, 9, and 10 Engine Diagnostic Manual

Engine Family: MaxxForce DT

Engine Controlled Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .67

Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .73

Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .97

Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123

Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145

Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .413

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . .423

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .449

Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .469

Appendix B: Signal Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .505

Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .511

Foreword Technical Service Literature

Technical Service Literature is revised periodically

Service Diagnosis • Knowledge of the principles of operation for

Safety Information • Restrain long hair.

This manual provides general and specific Vehicle

Read safety instructions before doing any service and Engine

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

Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .26

Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Exhaust and Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Engine Identification Engine Emission Label

Figure 1 Engine serial number

The engine serial number is in two locations:

Engine Accessory Labels

• Cooling fan clutch

MaxxForce® DT, 9, and 10 Diesel Engines

Standard Features The electric low-pressure fuel supply pump draws

consists of the Aftertreatment Control Module (ACM), • Coolant heater

Optional Features Chassis Mounted Features

Engine Component Locations (245 hp and above)

Figure 3 Component location – top

Figure 4 Component location – front

Figure 5 Component location – exhaust side

Figure 6 Component location – intake side

Figure 7 Component location – rear

Air Management System (AMS)

Figure 8 Air Management System (AMS)

Figure 9 Low and high-pressure turbocharger components (below 245 hp shown)

Exhaust Gas Recirculation (EGR) System

Figure 10 EGR system

The EGR system includes the following: • Coolant return tube

Figure 12 EGR control

Crankcase Ventilation System

Figure 13 Crankcase ventilation system

The turbine housing also provides oil drainage from

Aftertreatment (AFT) System

Figure 14 Aftertreatment (AFT) system

Downstream Injection System

Figure 15 Aftertreatment (AFT) system

Fuel Management System

Figure 16 Fuel management system

Figure 17 Injection Control Pressure (ICP) system

High-Pressure Oil Flow

ICP Closed Loop System

Figure 18 ICP closed loop system

ICP Control System