Ih Navistar Dt466e 530e Service Manual

Navistar
DT466E/530E
1996-2003
BDC for engine manuals and specs

https://barringtondieselclub.co.za/
..
~ ~LIDT466E
)1 Navistar ~~
Repair
, ual
\Man

DT 466
~.
-Introduced
-
in the Mid ’70’s
-Suilt as a Naturally Aspirated, Turbo, Intercooled
-Displacements of 360, 408, 466, 530 Cubic Inches

-Wet Sleeved, Direct Injection
-"New Generation DT" Started 1995
-DTE 466 Introduced Late 1996 with HEUI
Problems are present with the fan clutch bearing, ruining the radiators.
Revised clutches that include a staged lockup reaching 100% and a
revised bearing were started in November 2000. They also changed from
a 190 degree clutch to a 170 degree clutch.
Dust, tree fuzz and bugs plug the radiators commonly causing
overheating- blowout fins with compressed air. On most trucks this
requires R&Ring the air-to-air aftercooler and AlC condenser.
Stainless steel injector sleeves require the

latest revision of injector o-ring.

~
~
ATlANTIC
DETROIT DIESEL-ALUSON
HOME » ENGINES » SERIES 40
ENGINES ~’ ~ ,•cl•
.1J0i
Series 40 Engine
The "New" Detroit Diesel Series 40 engine is the latest generation in a family
of diesel engines with over 100 years of experience. The Series 40 is an
entirely new design, engineered and manufactured using the most advanced
technology available today. The result is a lightweight, 4-cycle, inline, six
cylinder heavy-duty -diesel engine spanning a horsepower range of 160 to 330
horsepower.
Comprised of 7.6 and

8.7 liter displacements,
the Series 40 engine
family is available in
turbocharged and
turbocharged air•to-air
charge cooled models.
The 4 models in the
Series 40 family prO"~de
the engine with
versatility in the
automotive,
construction, industrial,
and generator set
markets.
All information pertaining to the DT466E also applies to the

Detroit Series 40. Detroit buys this engine from IH and uses it
in some industrial applications. It is also the same as the
Perkins 1300 series used in generator sets overseas.

There are 2 breather elements inside the valve cover which
can come loose and blow oil from breather tube- don’t mistake
for broken piston rings.
Valve stem erosion problems are not uncommon on New

Generation DT466’s- ’95 up including mechanical fuel
injection. The first indication may be thump or knock noise in
air cleaner!
Revised turbocharger housing to prevent compressor turbine

bursting was started in November 2000.
Some injector sleeve problems have been found- fuel in the

cooling system. Pull injectors out and pressurize the cooling
system to find which is leaking, or install a reman head.
Miscellaneous:
IH’s have a lot of problems with windshield leaks that must be

watched or major fusebox and dashboard electrical problems
will occur. Look for water stains under the dash and corrosion
for early signs before it gets ugly.
Erratic dashboard gauges cycling? Install a pair of diodes in

the bus bar per TSI 13-08-05
IH denies warranty when using biodiesel stronger than 820
(20%) per SSM 13-12-01

DT466E Serial Number on Left Side of Block Next to
Fuel Primer Pump
2002 and after the number is on the right side of block
The DT serial number can be found directly behind the fuel

sediment bowl on the block. It is also on the line sheet from
the dealer, referenced by VIN.
530E is almost identical to the DT466E with the exception

of cubic inch displacement. Any diagnostics that pertain
to the DT466E also applies to the 530E.

Updated DT Oil Drain Plugs
J.-
New O-Ring Style Old Copper Washer
Became standard in 1999, bolt in

replacement for earlier engines
Enaine/Maintenance:
Don’t over tighten silicone cooling hoses- spinning on the hose nipple is
allowed.
Watch AlC compressor for loose mounting bolts and loose bolts on the
compressor clutch coils. If the rear mounting bracket bolts break, it can
break the timinQ cover!
Valve adjustment is needed regularly on DT’s. We have found the valves

are loose from day one and the driver will notice a HP increase at the first
adjustment. DT’s are having a problem beating the valve tips off,
possibly from lack of valve adjustment, as IH recommends 120k
adjustment interval which is too long. When they have been done a
couple of times, they seem to hold the adjustment fairly well. Valve cover
wiring harness O-ring PN-1824908C1- will likely be needed when doing
routine valve adjustment. Be careful not to damage wiring harness
retainer on the receptacle plug, as it requires replacement of the engine
wiring harness to repair it. Valve cover gasket is reusable.
.-
I ~
Cooling System Cavitation
I .;:’
Note corroded
..
liner ring area

causing
coolant
leakage into
the crankcase ...
,
Be sure to monitor DCAI PH levels to prevent corrosion problems in many
areas of the engine. New ethylene glycol coolant needs DCA, too.
Production after. November of 2000 has stainless steel injector sleeves to

allow the use of "ELC"- Extended Life Coolant- red coolant.
Used of ELC coolant in older engines is not suggested, and may result in
the deterioration of brass injector sleeves.
Later engines are equipped with a single lower o-ring on the liner.
Replacement "Works Kits" come with two sets of o-rings. Beware that the
correct o-ring is very loose in the groove and only one o-ring is installed
into the groove.

Cooling System:
DT466 has had troubles with water pump bearings failing and boring a hole
through the timing cover, ruining it. It is good idea to remove the serpentine
belt at LOF and feel the water pump bearing for play. There is a revised water
pump bearing used since October 2000 to combat this. If you have old stock
water pumps on the shelf, it is wise to replace them. Timing cover wear is
allowed to reach 1/8", after which timing cover replacement is needed.

Step 4
Using a coolant test product, test
c~oJant at least twice annuallyor when
major coolant loss occurs and. if
necessary. adjust the SCA level
3 Way Test Strips

Monitor C
Test and correct your cooling system PH level on a regular

basis, or be willing to do major repairs before they are
scheduled!

95 DT466 (mechanical injection) smoking on startup- EPA
regulations specified a weird fuel delivery rate for emissions.
Updating to a different fuel program (replacement of injection
pump) would fix this but is against Federal Regulations.
Advancing injection timing 2-3 degrees per TSB seems to take
90% of the problem away. There is also a turbo aneroid
adjustment in the TSB but may require pump disassembly to
accomplish.
August 2000 up has gone to TTY (Torque To Yield) bolts in

the main bearing caps due to fretting or walking of the caps on
the block. They also went to a bearing shell without the lock
tab we are used to seeing locking the insert in the block.
There is a repair kit to repair the block when it is worn causing
the crank to lock up after bearing installation.

Extended Life Coolant

("Orange Pop")
Engines built after November 2000 are filled with the new ELC or
Extended Life Coolant. From the factory it is a orange color, but may be
purple from aftermarket suppliers. Navistar states that orange ELC and
purple ELC may be mixed, resulting in an odd brown color depending on
the mix levels. I suggest not mixing colors of coolants so that visual clues
may be used when determining cooling system problems.
Maintenance is to check for concentration and contamination and add an

additive at the 150,000 mile interval.
Mixing Different Coolants:

Mixing regular green, ELC or Dexcool should not harm the systems. If they
are mixed, it will only nullify the positive benefits of each coolant. It is
suggested that if mixed coolants are found, a complete drain and flush is
performed, replacing with the correct coolant.
Orange ELC is not to be confused with Dexcool, another orange colored

coolant commonly used in GM and Ford cars.
A new test kit is used to evaluate concentration and

contamination of the ELC coolant. It contains a paper test
strip similar to older litmus paper strips. The older test strips
for EG coolant are not compatible!
Silicates additive for preventing front cover gasket leaks with

ELC.
Silicates Additive
IJ....
SERVICE PROCEDURE (CONT.)
2. Locate and cleall an area on the radiator reinforcement as near coolant fill cap as possible.
,
<,
Apply Ihe "$ilicate Added" label provided in the kit (Figure 1).
3. REl FE Bus Only: Locate and dean an area near the radiator fill tube.
Apply the ’Silicate Added" label provided in the kit (Figure 1).
Figure 1 "5l11cato Addod" Label
4. Start and nln engine immediately. See Caution below.
CAUTION _ To ’nsure complete dispersion of tho silicate fluid, run .09ino to achieve norma1
op"ratlng lempe ^.^ turn above 19S"F Immediately afler application 01 the .lIicate fluid. This wi"
allow the thermostat to opan and obtain complete circulation ti1rough the rodiator and engine. Do
not allow tho .ilicate fluid to I.y dormant in the cooling system for any extonded poriod of tlm ^
before running the engino.
Be sure to heat up engine after putting the additive in- it

will harden if not warmed up thoroughly.
Silicate additive is to prevent timing cover leaks in the
following areas:

Water Filter Check Valve
Problems
Check valves
deteriorate and
break, and may
end up inside
the oil cooler
tubes
Flasher Unit
Problems?
Repeated flasher failures are

commonly not the flasher but a bad
connection in the mounting caused by
too low of insertion depth on the
electrical prongs. This is remedied by
mounting the flasher with a remote
bracket that has a deeper insertion
depth.

There are updated fan blade and clutch part numbers to
prevent overheating problems.
Green Death from windshield corrosion on a wiper motor

relay in the dashboard, causing lack of shutoff.
Be on the lookout for windshield leaks›

dashboard electrical is expensive to
repair!
Air Filter Mix Ups
4400 4900
Just a note to be careful that the newer 4300/4400 chassis

uses a slightly smaller air filter that fits too loosely in the air
cleaner housing on a 4700-4900. I have had "dusting" of
engines caused by this.

HEUI Fuel Injection

HEUllniector Operation:
Fuel and high pressure oil are both supplied to the injectors through
drilled passages inside the cylinder heads. The Injector Driver Module
(10M) sends a 110 volt signal to the injector solenoid, opening a a poppet
valve, allowing high pressure oil to flow into the intensifier piston. The
intensifier piston is pushed down, pressurizing the fuel inside the injector.
When fuel pressure inside the injector reaches approximately 2700 psi, it
causes the injector pintle to rise off its seat and fuel is injected into the
cylinder from the nozzle. As long as the poppet valve is open and oil is
flowing into the injector, fuel will be injected. The computer controls how
long the injector solenoid is energized (pulse-width, or time on in
milliseconds), but it also determines the pressure of the fuel being injected
by controlling the pressure of the oil in the cylinder heads. (ICP-IPR
relationship) The computer determines this based on engine load and
driver demand by monitoring various sensors. Because the top of the
intensifier piston is seven times the size of the bottom, fuel is injected at a
pressure seven times that of the injection oil pressure-oil pressure 3000
psi means the injected fuel pressure is about 21 ,000 psi. Once the poppet
valve closes, spring pressure returns the injector to its off position and the
oil is exhausted under the valve cover.
Split-Shot Iniector Operation

These injectors prolong the injection time to decrease emissions without
reducing power. The fuel charge is actually split into two distinct charges›
the first one starts the ignition, and the second and larger one provides the
power. The result is lower emissions and lower noise.

2.77- 3.17 ohms
acceptable
resistance
Injector Coil
I
Injector Hold
Down Clamp
Upper O-Ring
HP Oil Enters
Here
Center O-Ring
Fuel Enters Here
.^
^ Lower O-Ring
Injector Nozzle

Old style o-rings with blue center ring (do not use)
New style o-rings with pink center o-ring- Note stainless

steel washer to meet with stainless steel injector sleeve
Closeup of a bad injector o-ring

D High Pressure Oil _
iD Fuel
Poppet Valve
:. ,I nte:nsifier Pi,ston

Electricity is applied, the plate
and poppet lift up, HP oil flows
into the intensifier piston
chamber, pushing down on the
intensifier piston.
D High Press,ure Oil

D Fuel
Poppet Va!lve
Intensifier Piston
The intensifier piston pushes

down on the fuel plunger,
sending fuel to the nozzle area.
Fuel reaches crack pressure
and lifts up on the nozzle tip,
allowing fuel to be delivered into
the cylinder.

The magnet is released,
allowing the vent port to be
opened.
The intensifier piston raises

back up from spring pressure,
pushing oil out the vent port.
D HP Oil Releasing
o High Pressure Oil
D Fuel
Poppet Valve
^ [Intensifier Piston
The fuel plunger travels upward,

allowing the barrel area to refill
with fuel ready for the next
delivery cycle.
Disassembled HEUllnjector
,
Injector Coil
HP Oil Poppet Valve
Intensifier Piston
Barrel and Plunger
I njector Nozzle

Closeup of bad split shot plunger tips caused by lack of
I.. ’_._:_:.1 . .. :._ .1.1-. _ E ^ _’

Worn Non- splitshot plunger tips. These are caused by
contaminated fuel!
The life of an injector with water or gasoline in it can

sometimes be measured in SECONDS.

High
Pressu re Oi I
Cutaway Cylinder Head showing fluid passages.

Correct Fuel System Priming:
To prevent injector tip failures, the fuel system must be
properly bled whenever a filter is changed of the system is
opened.
-Pump the hand primer until hard
-Disconnect the cam sensor or valve cover harness
-Crank the engine to further bleed the system
-Reconnect electrical connector and clear codes generated.
- See TSI 04-12-01 R for details
This is the result of

improper bleeding›
it needs 6 injectors,
a head, and a sleeve kit!

Which fuel sample would you want
to run in your truck?

Bad Things
You’ll Find in a Fuel Sample:
-Cloudy (water)
-Dark Gray or Black (bad injector o-rings)
-Rubber Chunkies (bad injector o-rings)
-Green Slimy Gel (leaking injector sleeves)
-Red Fuel (off-road, high sulfur)
-Gasoline (check odor!)

Many Features Must Exist in a Quality Fuel:
Cetane
Lubricity
Gel Point
Cloud Point
Pour Point
Heat Value (BTU Content)
Viscosity
Volatility
Specific Gravity
Sulphur Content
Carbon Residue
IH recommends 45 cetane fuel. Have yours tested›

chances are it does not meet specification!
Biodiesel is Recommended, especially in the summer.
Biodiesel is available in:

B5 (5%)
B10 (10%)
B20 (20%) etc up to B 100

Split Shot Injector Strategy
~
.. ’:
I~ ... ~.
"
The graph on the left shows a standard fuel delivery, opening

and closing the injector.
Split Shot strategy (right) is used to lessen noise and

emissions. Notice that the injector is opened, hesitates, and
then is allowed to give the full charge of fuel. This allows the
flame to start, then travel, giving less emissions.

1 .6
1 .2
-0.8 Current Ramping

-1 .2 Waveforms
-1 .6
-2.0••
o
Injector amperage waveform captured with a low current

clamp and Picoscope. Split shot strategy is clearly shown in
the two-stage delivery.
Low amp probe is a POI CA60, available for about $100, and
is handy for evaluating gasoline injectors, ignition patterns,
electric fuel pumps, etc.
It is not of value in diagnosing HEUI injectors. Most failures

are in the bottom of the injector where the electrical signal will
not show a problem.

Ok
0., /:""’L•
:: ; ~ ; ..........^.....
"----
Idle
. .. .
::.4•I •i........^
I \^ ~. : ••••••
.....^ :....^.: ........^: ^... Decelerating
O.4 Q
..
0.0• .... . Decelerating Hard
Current Ramping Waveforms
Note how the waveform changes under acceleration and

deceleration.
These waveforms are for informational use only. They have

little use in diagnosing a failed HEUI injector.

This is amazing stuff!
Stanadyne Performance Additive works very well for

identifying bad fuel, or weak injector nozzles. If adding this
makes the truck run better, suspect fuel or injector problems.

Case Study, 1998 DT466E, 150,000 miles
August 2002: Low power complaint, diagnose #4 injector bad,

replace all 6 injectors
November 2002 PM, loss of coolant complaint
Pressure test system to find leak
Pull oil pan to find #4 liner leaking coolant into the pan
Teardown authorized by customer
O-rings on liner #4 BAKED to a crisp!
Original problem: #4 injector flooded, washing the oil from #4

liner and piston. The piston scuffed, and the additional heat
baked the liner o-rings to a crisp.
A good reason to monitor injector problems!
The scuffed piston created enough extra heat to ruin the
sleeve o-rings, causing coolant in the oil.

Close up view of injector bore showing oil and fuel
passageways. Stainless steel injector sleeves have been
used since about 2001.

Stainless Steel Brass
Injector Sleeves:
Brass was used up until about 2000, with stainless steel used after that date. Use
ELC coolant with stainless only, not brass sleeves. Make sure to use the
corresponding crush washer with the type of sleeve. Note the cracked sleeve
caused by overheating.
Sleeve Leakage Diagnostics:
Pressure test cooling system with

injectors removed.
Plug in block heater to warm coolant

Use a small penlight style light to
illuminate the lower hole in the sleeve.
A penlight may also illuminate the coolant

glistening on top of the piston!
Fuel System Tips:
The fuel pressure regulator is bolted to the rear of the fuel header where the
outlet line is on the back of the head. Disassemble the valve to see if the
seal folded over face of the valve, causing low fuel pressure.
DTE’s need 50-60psi fuel to run properly, but the spec is 58psi.
Fuel standpipes inside the tank have a habit of cracking, causing air leaks,
or falling out of the top fitting! Perform supply test to verify fuel availability.
Suction should be 3" hg or less, or 5" hg with accessory fuel filter.
Rubber check ball in filter header can crumble, blocking passages.
IH 4000 series with dual tanks and dual feeds that don’t draw fuel properly:
This can leave one tank full and one empty- First, blowout lines to be sure
debris is not causing the problem. If the problem still exists: Install a
standard tee in the return side in place of the special diversion tee and two
standpipes in the return lines. With twin 50’s, cut the standpipes near the
bottom of the tank. With a 50/30 gallon combination tanks, cut the 30’s
return standpipe 3" shorter than the 50’s side.
DT466E Fuel System
Fuel Pressure
Fuel Injector
~ Regulator
Vent
Irimer ":iA.
Pump
Fuel Pump
Dip
Tube Fuel
Tank
Fuel
Bleeder or
Filter
Schrader
Suction Side Valve
Pressure (40psi)
Return (Opsi)

__ Elbow Clogs
with Debris
Solder Joint
Cracks and
Leaks Air
The dip tube in the fuel tank has several inherent problems.

Later Navpack with air
brakes
There is a return check valve ball that deteriorates from fuel

additives and swells up, restricting fuel flow. It can also break
apart, clogging fuel passages. This is the first place to look on
a fuel starvation complaint! The original ball is gray and the
new ball is yellow.
The revised part number is 1820478C1.

Old Ball New Ball
$6 net

Early 96-97 trucks did not have a Schrader valve, but rather a
bleed valve for bleeding the air from the system. To install a
Schrader, use a Napa 90-290 Schrader valve.
Don’t neglect to clean the sediment bowl!

Check Ball
Location
Don’t forget
the fuel
strainer!
Fitting Adapter
Compucheck fitting is actually in place to aid the factory in priming

the fuel system when the truck is built. It is handy for the technician
to be able to check fuel system restriction (suction) at the supply
point to the filter header.

Component location: DT466E fuel pump.

Note fuel pump is piggy backed on the HP oil pump. Fuel
pump is a standard plunger pump driven by an internal cam.

Oil Galley
Fuel Galley
Fuel/Oil manifold is bolted to the left side of the cylinder head.

It contains high pressure oil passages and a fuel rail for
feeding the HEUI injectors.

Left side of cutaway engine showing Fuel/Oil manifold.

Fuel Pressure Regulator Details: these
commonly get weak, reducing pressure from
58psi spec.
Inside View Bottom View

Fuel Galley
Note passages from fuel/oil manifold to injector bore. This is

how the HEUI injector receives its oil and fuel.

Use an old 6.9/7.3 fuel pump to verify fuel volume is available
to the engine with a clear vinyl hose. This will confirm the
integrity of the supply side of the fuel system- no suction leaks
on the supply lines, restricted fittings from dirt or debris, and
an unobstructed dip tube.

Air bubbles in supply- no good, indicating suction
leaks.
Good clear fuel.

Pressure Gauge Set
Factory pressure gauge sets are available on E-bay for a

reasonable price. They include:
0-15psi,
Vacuum/pressure of 30"/15psi,
Magnehelic of 60"/water in both pressure or vacuum,
0-30psi,
and 0-160psi.

Homemade gauge assembly can be used for testing supply
restriction and fuel pressure at the same time, with a very
quick hookup.
Note extra fitting at top that can be used for testing supply
restriction on trucks not equipped with Compucheck fitting.

JiHigh Pressure O iling System s
.^
~. •• , I: I! $ W! .! P .$ W~ ~ J ~ ] ? ; \? ,! ~ i£! ’f.< X"i’M.1 t1 iE; i’1 ,i< l’W~ ’;; ,: k,,’;’:)t: ’Y’;; : ,> : ; ’i: : ’> I: : : "i; ’,’.; ’"(: ,,: ,,: ,: : : : : ,,•.: -,,,: : ,; : -; ’i: "’}",: : : ’,’:: •’•: ••’,,•’:’_: "’•: -"-""’": ’:: .: ,"--: .,

HP Oil System:
High-pressure pump check valve goes bad- dead head the pump to check it.
Will cause hard start or no-start from low control pressure. Replace HP pump to
fix it.
Leaking plugs on HP pumps:

Don’t remove plugs from HP pump- you may have a hard time getting them to
seal again. If the plug leaks, a temporary fix is to replace the o-ring to get it
back to the dealer. The root cause is the pump housing being machined
improperly. IH will install a new pump under warranty. The pump manufacturer
has been installing the plugs with Loctite since May 2000 to fix the problem.
Hard starting cold and low oil level in reservoir- warped squash plate inside HP
oil pump from overheating (not engine overheating). Replace HP pump to fix
the problem. Pump has been reported to damage timing cover also.
DT466E has had troubles with IPR valves. Coated spool valves have been in
production since October of 2000.
Rear view of oil pump, very common in design. Backing plate
(below) will wear and cause air suction leaks
(Cavitation/aeration) or drainback problems.

’96-’97 "Three Box" system has better component
access than a "Navpack", especially with air brakes
and AlC.

HP oil pump is mounted to the rear timing cover. Access is somewhat
more difficult with air brakes. New pump comes with fuel pump but not
IPR.

Pattern Failure: Leaking HP Pump Oil Plugs
Relationship Of Components
These plugs commonly leak oil profusely. The correct repair

is to replace the pump assembly. The root cause is an
improperly machined chamfer where the a-ring seats on the
plugs. Replacement of the a-ring is an option if purchasing a
pump ($700) is not desired. Beware that there are parts that
will fall out behind the rear plug!

ICPSensor
Component location, ICP sensor.
ICP- Injection Control Pressure Sensor

IPR- Injection Pressure Regulator
^ DT466E 3 Box: The new Injection Control Pressure (ICP) sensor from
Service Parts is bigger, and won’t screw all the way into the high-pressure
oil rail fitting.
^ Order steellCP Sensor Adapter Part # 1858571 X1

ICP
IPR
Disassemble solenoid spacer, coil, and jam nut for

access to remove IPR valve from high pressure pump.
1 1/8" deepwell socket gets the spool off.

IPR "Edge Filter" Design
Non
Edge
Filter Edge
Filter
Edge Filter design appears that there is a plug in the end of

the edge filter. Use the correct IPR per VIN code from the
dealer. Later HP pumps have an edge filter built into the
pump body. Use of a IPR with edge filter in these trucks will
cause an oil starvation problem and ICP codes.
I recommend that the IPR be replaced if the o-rings are bad.

O-rings are available separately if you so desire.

1 ECM/IPRlICP Relationship
^^^^^^
The ECM reads high pressure oil from the ICP sensor and
adjusts the signal to the IPR accordingly. The pressure varies
from 500-600psi at an idle to 3000psi at full throttle.

Diagnosing Low/No ICP
J.!
.":’"
"
’If: -" ’-’ "jt{,:
Pressure:
Wtlatcango"wrong?
Several things ... The most common
culprit is the IPR solenoid, but it’s easy
to be fooled ...
Lack of Oil in Supply Reservoir:

There must be oil in the reservoir to feed the HP pump, usually right at the
top when the EaT sensor is removed. Hard starting, requiring extended
cranking to fill the reservoir could indicate a oil reservoir drainback
problem. Drainback may also occur through the high pressure oil pump
check valve if defective, requiring replacement of the HP pump.
HP Pump Supply Aeration:
Air in the oil shows up as ICP hunting very badly. If the ICP is hunting with
fresh oil and filter and a new IPR in it, it is possible to have a cracked oil
pump pickup tube.
A: Worn Out Anti-Foaming Ingredients
B: Cracked Pickup Tube
C: Worn Oil Pump
0: Worn Low Pressure Pump Housing
E. Worn separator plate between oil pump and timing cover
F. Suction leak at timing cover halves or pickup tube o-ring (unusual)
ICP Lyinq to the PCM:
Unplugging the ICP will cause the PCM to go to a default command to the
IPR. Verify the ICP reading with a 5000psi gauge installed in the oil rail, but
expect 10% variation in the reading.

Low ICP ? - Possible Causes:
. ^.,;!. HP Pum p
’
su•ppTY"Ae’ration•
^ ICP Lvinq to the PCM
^ Lack of IPR Command
^ Lack of IPR Solenoid Control
^ Lack of Resistance to Oil Flow OutP-Jd!
^ Failed HP Pump
Lack of IPR Command:

The engine needs a minimum of 500psi, but if there is no electrical
signal to the IPR injection oil pressure will only be about 200psi, not
enough for the engine to run. The IPR is controlled with a 12v hot on
one side and the ECM supplying a pulse width modulated ground signal
on the return side. Use a noid light for a quick check, the light should be
very bright cranking. The connector may be loose or fall off of the
solenoid, causing a no-start. Command is read through data stream in a
percentage, 30-50% or more cranking is needed. Idle command may be
10% to maintain the 500 PSI needed to run.
Lack of IPR Solenoid Control:
It is common for the IPR solenoid spool valve to stick in its bore, not
controlling the HP Pump like the PCM commands. This can cause
stalling, ICP or IPR codes, performance problems, etc. An unscientific
test with the IPR is to run engine and unplug IPR connector. The
engine should shut off, and if it does not the spool valve inside the IPR
is stuck. If IPR has not been changed, I would replace it anyway with the
new "updated spool" IPR with a specially coated valve bore. If you have
diagnosed the problem as a bad IPR and remove it to find failed o-rings,
they are available separate under PN#1825806C92.
I don’t
recommend replacing only the o-rings because of the spool valve
problems.
Low ICP ?- Possible Causes:
~
";’. HP Pum~=Ae’raiion
^ ICP LYin.gto the PCM
^ Lack of IPR Command
^ Lack of IPR Solenoid Control
^ Lack of Resistance to Oil Flow Output
^ Failed HP PumQ
Lack of Resistance to Oil Flow Output

If there is a large leak in the cylinder head from a broken injector o-ring
or leaking injector, the HP pump may be able to provide enough
pressure and volume, but no ICP pressure will develop. Possibilities
include a broken injector o-ring or a injector poppet suck open. Apply
shop air pressure (200psi) to the oil manifold and listen for air leakage.
There should be none with the engine off.
Failed HP Pump
DT engines seem to have more HP pump problems than IH’s V-8
engines. There is not a dead set method of diagnostics beside process
of elimination. If it’s a no start, make sure the reservoir is full and there
is an electrical signal to the IPR. Remove the outlet hose and install a
gauge for checking up to 3600psi.

High pressure reservoir goes empty after 30
seconds?
Bad Low Pressure pump!
The worn low pressure pump allows the entire low pressure oil
system to drain out after shutoff, causing an oil starvation to the
HP reservoir on startup.
Remove the LP pump and check clearance with a feeler gauge. It

should be no more than .005-.007" If it is in excess of .010", it’s
junk.
The backing plate must also not be worn.
HP Reservoir drains out overnight?

Bad HP Pump!
8
1. Crankshaft
2. Lower Idler Gear
3. Upper Idler Gear
4. Camshaft and cam sensor reluctor
5. High Pressure Oil Pump
6. Air Compressor (Air Brakes)
7. HP oil reservoir
8. EaT (Engine Oil Temp) sensor for checking HP oil
reservoir level
9. Water pump housing and passages

DT 466E Valve Adjustment
. ’. ’. J .,,,,,,,,,,,,,,,._.,,,,,,,,,,,;%.,,",,,,,,,,,,;,,;;,,,;,,,,,,;.,.;,<,;;;;,,,•;’8.;;,,;,, ...^.........
~

Loose Valve Lash Causes:
-Valve Tip Wear

-Rocker Tip Wear
-Poor Fuel Economy
-Lack of Power
. -Noise
. -Valves are very loose from the factory!
IH has revised their service interval on valve adjustments from

150,000 miles down to 12 months or 2000 hours (70,000 miles),
whichever comes first.
Excessive idle time is supposed to aggravate this problem.

Refer to SFN 03-58R for details.

Wiring harness location for injectors in the side of the
valve cover.

This o-ring will need replacement when a valve cover is
removed. Squeeze sides of harness to release. Don’t
break the retainer clip for the harness plug or a new
harness will be needed!

Beware of loose baffles! They will fall and make noise, and
also pass oil from the breather as if piston rings are broken.

Substantial time is needed for a valve adjustment on a late engine with
AlC.
Valve lash is printed on the valve cover emissions label, .025" cold. Line
up TDC and do 6 valves, turn the engine one full revolution and back to
TDC and do the other 6.

Turbo Wastegate Actuator Assembly, 250HP DT466E and 530E ONLY
lack of power, low turbo boost, 250hpDT or 530E:
Check to verify clip is still in place on turbo wastegate rod. If

clip falls off, wastegate swings open under pressure.
Clip is very difficult to install with turbo installed on engine. I

suggest removing turbo, and verifying that the bracket holding
the assembly has not distorted from heat. If it has, side thrust
may be exerted on rod, damaging and dislodging the clip.

Lack of Turbo Boost:
Turbo boost is the LAST thing to come in when everything
else is perfect- fuel supply and control, intake and exhaust
restriction, a tight motor with good injectors. Inspect the turbo
impeller wheel for damage from debris. Feel for side play in
the shaft- several thousandths is normal but not enough for
the fins to rub the housing. The impeller shaft rides on a film
of oil in a small bushing similar to a valve guide so clearance
is necessary. If the fins rub the housing, replacement is
needed.

Variable Turbochargers are available on 2003 up DT466E’s
with 250HP or more, and all 2004 (new style) DT466E’s. This
is an ECM controlled, electrically driven, variable vane unit
that can build full boost at an idle. This eliminates turbo lag on
this engine! It looks like a standard turbo with an electric
motor hanging off of the bottom of it.

It is not likely you will need to replace injector sleeves, but
here is the tool kit and procedure. The kit consists of a
threaded puller, cleaning brush, installer tool, and roll-in tool.

First, the removal tool is used to extract the old sleeve.

Then the bore is cleaned with the special brush to remove the
old Loctite deposits. Plug the hole in the bottom of the bore to
prevent debris from entering the cylinder.

The new injector sleeve is coated with Loctite #262 and driven
into place.
The newest sleeves are Stainless Steel, and need a stainless

crush washer on the end of the injector!

The sleeve is then "rolled in" with a tool to lock it to the head even tighter.
(optional step)
These tools are better than the OE tools because they do not need a slide
hammer to remove the old sleeve. The access space that a slide hammer
needs is very restrictive to be done in-chassis.
To purchase the tools, call Rich Wengatz at Kwik-Way/ Irontite 440-526›

9017 or e-mail himatrich-wengatz@irontite.com.
Cool TooL ...
The Delco pigtail book is a must have for working on IH’s.

Many of the pigtails are available separately, preventing
buying a harness. Free from your Delco supplier.

Marine Oil Change Sucker

Great for removing fluids from the cylinder after an injector
change! Available from Harbor Freight, or many parts stores.
Starter Ring Gear Problems with Allison Trannies?
Install a Delco MT41

in place of the MT37!
MT37 Spins Before Engaging into the Flywheel

MT41 Engages into the Flywheel Before Spinning!

ISIS: International Service Information Solutions- The best
$175 you’ll ever spend. IH service manuals, TSB’s, recalls,
and complete diagnostic procedures on CD-rom. Call your IH
dealer, part number is CD-ISIS, or call the Battle Creek,
Michigan Distribution Center (269) 968-4856 to order the
Diamond ISISTMCD-ROM.
You need Microsoft Internet Explorer 5.0, which is available

free on AOL discs that are given out everywhere, or from the
internet.

TIPS Books Call 616-968-4856 to order.
TIPS (Technical Information for Professional Service Techs)

books are the most up-to-date method of retrieving TSI
(Technical Service Information) letters. TSlletters are known
factory problems and factory fixes. They are free if you re›
register with every issue released by filling out the following
form and faxing it to 630-753-5565. TSlletters are also
included with the ISIS (International Service Information
Solution) repair manual disc, but the latest ones will be in
TIPS books.
Back issues are also free except for shipping, call 616-968›
4856 to order.

800-336-4500
800-448-7825
Navistar provides toll-free technical support for technical problems at

800-336-4500 and body builder questions 800-448-7825.

ECM Terminology
^ "Three Box" system used until late ’97 with IDM
mounted on the firewall, separate IDM and VPM›
Vehicle Personality Module
ECM- Engine Control Module- Mounted in cowl of cab

IDM- Injector Driver Module- Mounted under windshield
VPM- Vehicle Personality Module- Mounted in left kick panel

near driver’s foot
Also Identified as "3BX"
"Three Box System"

Used up to 1998
ECM
Engine Control Module
IDM
/ \\ VPM
Injector Driver Module Vehicle Personality Module

"Three Box" IDM location under windshield
and relay location for all early trucks.

Map sensor, Injector Driver Module and ECM relays for old
"Three Box" system.

There is an updated VPM harness available for false
VPM/ECM communication codes. Location- left kick panel.

ECM Terminology
Single Module, also called:
^ Navpack
^ Combination Engine Controller
^ w/C E C
^ Diamond Logic
^ DLC (Diamond Logic Controller)
^ D L C II, Which is the VT365 and 2004 DT466 ECM
ECM is mounted on the engine

_~ _
Sensors and Strategies
11 A\I;lmi!i’AA$!.1\’iJ;\~i’lm~,’1.J!p~g;~,,\tf?c,;""(Y"•:,’/’,Ni>;’\’}";:"-’ ^,’.’_-;",,’.-,;’,- .".
The PCM is the "brains" of the

system.
It controls ALL of the outputs.
What is the most important

thing the PCM needs to
function?
Clean Power and

Good Grounds!

Is this clean
NO!
What do I mean by CLEAN
iWER?
I ...
:’;.
Ii
:~,
_ ,’::’.::,::,’:- ’ ~ " ’’’’’’’’’•’; Y A ’~ ’’’’•’•: ’••~ ’’’’’’. ! i ’’’’; ’i ( ’’•’’’i , ’’; ’’_ •: < C ; - ’. •" " " . ’"
,;;
^ Strong Batteries!- Unhook them and

load test individually. Clean the cables!
^ Clean Grounds- .05v drop on the
breakout box!
^ A good alternator without excessive AC
ripple!
^ Low voltage drop across PCM relays

What Do I Mean By CLEAN
~. POWER?
Good Clean Alternator Waveform
Probable Shorted Diode
One Shorted Diode, One Open Diode
Note diode problems evident in the alternator will cause the

ECM to log multiple false codes, and exhibit many
performance problems. Unplugging the alternator is a way to
isolate charging problems if a lab scope is not available.
Check for excessive AC voltage, .5VAC is a good maximum to
look for.

Pair of 15 amp
Fuses
’94 •’97
,
"Three Box"
ECM/IDM Power Feeds:
Two- 12 gauge
Power Feeds purple wires,
running next to
Starter Cable
Grounds
Two-12 ga
I.D.M.
DD ~ite wires
ECMRelays
and IDM
~. II
.Jr -.-’ ;ii~
. ’,’"
,- F o ",W ;,.
Connector
Near Starter
This is the power supply for Three Box systems. If you have no start, no
data, and no "Warn Engine" light, this is where to look after checking
fuses.
High Failure Rate Circuit, especially in northern climates!

Power connectors, Three Box system. Both are 4 wire plugs

with two purple 12 gauge wire and two white 12 gauge wires.
The top photo is on the left side of the firewall, and the lower
photo is under the trans bellhousing. High failure rate from
corrosion, or moisture intrusion.
There are multiple ECM grounds on a three box. This is just
ONE to check.

No Start?
How to check power to the ECM and IDM on a 3 Box (pre-1998) without a
breakout box.
Now let’s check ECM voltage to the key on terminals- 37
and 57, which are fed through the relay.
Looks good. A bit lower because the backup brake

motor is now on
.. -- lB
9T" 60 .40 20
.
WALll I -.I
S7M(5V)
....e’B
.•
24
~7J...=:.J$1..
.^
...
ClI’
--
--.
-~$1eF
.....
97ae
..^ -.-
_-
ICIR::UITi
345
970
Y’!f\Y
.-G7DO
mill
97f
97BA
."’’’’’
-.;nx
S7CH
B7CF
9’
!;f1
IDA1....(;(:
$’?’BE
IDAH
’S’rllF"
fJ7M
saF
1S-G:
<;;f7
.•:97A
971
£l7EH
<;;f7f’
<;;f7/t.X ’
^.....
..
gnJ
7C8
’ -40•
..
91
.. as
::s
126
-34
:35
23
97-I;;D
19
• 970:)
-GR
../IA
97..;(;:8
~~.
01 $71
J.::UI1
97!!:’
S7Sr.:
"1
<;;f7 <=
5S
59
54•
CE
4Z
::ae
:;;G
.. rear view of wiring
harness
..^
4S
’:ifi
1$01) ..
41
eKJ•
..
....;.~
2l51
52••
1..^
44•
:::Il
2’Z 33 .es
I\JI
’
..-GCI
(’
:::Ji:!
;51
’. .T .
.:..£Ie
&1
.<I,YITY
ECM connector, the same as
.I^’’’
fl5
.’
43• ~VIT’r’
. S9 ..
~".::-
. (^^.^..9! 1 ’Y CII’I::UI
!O
41 21 1
First, pop off the 10M cOYE3L Don’t take the 10mm bolt out.
Insert backprobe pins into the top two wires (IDM). The purple
wire is the power lead from the IDM relay, and the white wire
is ground.
1. Remove the ECM and 10M connectors and visually inspect
for corrosion damage.
2. Reinstall the connectors using dielectric grease and torque
to proper spec.
3. Backprobe the ECM and 10M connectors to check voltage›
DO NOT check voltage with the plug disconnected from
the ECM or 10M, as it will skew the voltage reading if there
is excessive resistance in the circuit (common!).
4. Check power and ground at all ECM pins (there are 3
powers and 3 grounds)

Navpack ECM fuses are 40 amp- an odd size. Look here first
on a no-start.

Common rub-through area for power leads that blows
fuses.

40 amp Fuse Battery Pack
’9 8 up
"Navpack"
,
ECM/IDM
Power Feed:
Power Feeds 1-10 gauge red
wire, running
next to Starter
Cable
Firewall
o
ECM Ground:
1-10 gauge
white wire
ECM Relay/
This is the power and ground setup for Navpack trucks. The two-wire
connector near the starter is common to give an intermittent connection. It
may LOOK fine- not corroded, and still have problems due to the spreading of
the terminals.
High Failure Rate Circuit, especially in northern climates!

1998 up Navpack:
These connectors in the area of the starter are common to
give trouble. They provide power and ground to the ECM.
The two circuits provide power to both IDM and ECM relays,
which are located on the firewall above the engine.

TO BATTER’1 :-)
{ot >,PQ.:a~
f:="),I"Q~
TO BATTERY(+) r
1 POS BATT ~~
1
r-
__ ~~~ __ (412-A) NEG BATT
I WIALL’SON ELECT.&LCT-:::::-l
TRANSMISSION I r ~ t (Ei5&B)
I :<:< I ~ti~~
II ti
X: ^
§ ~ ~~
g ^...
’(
0:--
~
’«007)
~_g’
I
1
~I
H r1 (""6)
I ~8
-(~. - ^
I CEC MOCULE! CONN
1 ---1 ----;;::: -II ., I (:01<1)
: r - - :.~--:-
[1 J I
t I BATTERY
HAANESS
L
II
I
£
TO ,,"
l
^ POWER
WTEC ,
~~
~~ "
,.
’- -
~~.^. - -
(~ ~ I (393)
(~~H
WI~E’poweR
MaCULE ;:~,
DNII
114
~"=
II’MI
114^
^
,:::
’’’^
2 CCICC(-)
1
41 IV
DC/DC(-)
IGN•HSO
~"),.N.)
-T~U-S-E-f-’-’----
TO fUS~ F5
t::H’,.Q"
<:J---:~ -f«t-~::~
97CR
,.VT
,"~=tb
jCg :
.""
"’"
"All
"’" 25 I MPR
24 IV’GN
Schematic for ECM power, with single controller (98 up).

Need to check power and ground to
the ECM without a breakout box?
Front face of CONNECTOR- not the back!
OK, It shows pin # 1,2,23 and 42 are ground.

It shows 21, 22, and 41 are B+ from the relay, and 24 is key hot.
..
"
o’(3t J«N1~’:-
M\J.~ 01 &:e SrsCl (~c)
ECII’J ~t\4000rE 00"1 1 -1 EO.l.OI&
^ Rear side of connector (where wires exit)

Remove dustcap with a #1 Phillips screwdriver
Locate the black chassis connector (lower connector on the

ECM). Remove the dust cover, and backprobe the wires with
aT-pin.
If YOLI don’t have a breakout box, you’ll have to backprobe the

connector. Use a couple of T-pins. Remember which terminals
they were?
/
This is a high failure rate circuit!

"Green Death" in an ECM connector caused by salt intrusion
into the connector. Navistar has a TSlletter explaining to put
dielectric grease into the connector whenever it is apart!

Five Categories of PCM
~ ~1.
..Potentiometer-Movement
":~:":
Inputs:^ ’7 _’’’"’’’’_’’’’’’’’’’’’’’’’\’’’’’’’’’’~’’’’’’’’’’’’’’’.’’<’’’’’’’’:’’’’’’’.’’_-’’_’’-.",’
.. ,’-’.’"."-’0’:
(accelerator)
^ 2. Variable Capacitance-Pressure (ICP,
MAP)
^ 3. Thermistor- Temperature (IAT, EOT)
^ 4. Signal Generator- (Cam, VSS)
^ 5. Switches- (IVS)
Both a 6 pin Deutsch, and a 9 pin Deutsch connector are used for
communicating with engine, ABS, and Allison controllers. Also
known as AT A connector.
- Inputs .^ Logic/Strategy .^ Outputs

Sensor is a "Hall
Effect" type with 3
wires and a
reference voltage.
Cam sensor location in timing cover.
Reluctor wheel on the front of the cam gear

which triggers the cam sensor.
Carn sensor scope waves as seen on a DSO scope
20
CyllD
16
12
Nice clean carn sensor wave
T444E (Powerstroke) DT 466E/530E
Installing a black cam sensor in place of a blue cam sensor will work, but
advance the timing. This may increase engine power, but cost an engine!
This sensor is mounted on the top center of the valve cover
and is commonly damaged by someone climbing upon the
engine to change wipers, windshield, or lights. Obtain a
replacement wiring connector from Delco.

The accelerator pedal assembly can be serviced by replacing
just the AP sensor.

• -:"" .
Thismakesthe ECMignore
.the throttle completely!
If the base idle voltage falls to about .3-Av, the ECM will
completely ignore the AP sensor!
This will have to be read by back probing the connector and

reading the voltage manually- the scan data reads in percent,
not voltage!

Diagnostic Sheets- a "Must Have" when doing diagnostics on
a DT466E. Many part numbers of the full color sheets are
available depending on chassis and model year. See the
supplement of this book for part numbers. They are
available in pads of 40 for about $8 per pad. The size is
large- 11x17". These schematics are NOT printable from
ISIS!

Diagnostics with Flash Codes
Diagnostics with Flash Codes is meant to be an

alternative way of testing. It is not the preferred
method, which is with a scan tool or laptop computer!
Too many assumptions are made when only flash

codes are read, and too many errors will be made
in diagnosis.
Reading flash codes should only be used as a last

resort when no electronic equipment is available.

Diagnostics with
> ::i•> i:::’.’_:., ... , ,’1 ’- _ ,:." , :<Ji’/0~’i" .. : .. ’&..’" ":’.’:’> - ’:- ;.’- 1 ’
~ "’\ " .. Flash

’t\ IIll~ ~ Codes
I- } f~..;\
\ ’W I’..’f{ .... \
Enter Diagnostic Mode- This is done by holding in the

"Engine Diagnostics" button, (right side of steering column)
turning on key, and releasing "Engine Diagnostics" button. Do
not start the engine.
Have a pen and paper handy.

I~_ ^^^^^^^^^^
.
’,:.
The red "OWL" or Oil-Water Light will flash once, signaling the
beginning of active codes.

The yellow "Warn Engine" light will flash the proper active
codes. 1-1-1 means no active codes are found.
Active codes are "Broken Now" codes. Inactive codes are

history codes, which means the ECM saw something happen
a while ago.

,.I;
^^
The red Oil/Water light will flash twice, signaling the end of
active codes, and the beginning of inactive, or history codes.

IJ. t.t:i
. "1:;:
-i’:,
The yellow "Warn Engine" light will then flash the inactive, or
history codes.

The red "Oil/Water" light will flash three times to signal the end
of codes.
The process can be repeated by turning the key off and

starting over.

Codes Codes
1 Flash- 2 3Codes
End
3History
Active Flashes-
Codes
of
Flashes-
Flashes-
Inactive
Separator,
of or
Found
No Faults
3 Flashes- Code 111,
und
Faults
ng
e 111,
Sequence for no codes found.

I~~, .,:;
,’
.
~._-« .
To clear all codes, depress the accelerator pedal three

times while in Diagnostic Mode.

Pulling Flash Codes from an NGV
Parking
! ’Brake
Set
Park Brake set, key on, push the "On" and "Resume" buttons
simultaneously. This will enter the diagnostic mode. The red
and yellow warning lights will flash engine codes just as the
older trucks.

Clearing Diagnostic Trouble Codes on an NGV:

1. Set Park Brake
2. Key on.
3. Press and hold both cruise On and Cruise Resume buttons
simultaneously.
4. Press and release Accelerator pedal three (3) times within 6 seconds.
5. Release Cruise buttons.
6. Codes will clear
NGV Procedure-Reset Service Interval Message

1. Set Park Brake
2. Key on.
3. Press and release both cruise On and Cruise Resume buttons
simultaneously four (4) times within 6 seconds.
4. Press and hold both On and Cruise Resume cruise buttons for three
(3) seconds.
5. Release Cruise buttons.
6. Service Interval message is reset
7. Entire procedure must be completed within (12) seconds.
Terms to be Familiar with Using IH

Software
^ NGV is the new Multiplexed Chassis
4200
4300
4400
7400
7600
8100
^ Also called an HPV or "High Performance

Truck" in IH literature

Software
^ 4700,4800, and 4900 are referred to as a 4000 series

truck!
^ 4200, 4300, 4400 are NOT 4000 series trucks!
^ 3BX (1994-1997 3 box controller)

^ Navpack (released 11-1-97 single module)
^ Combination Engine Controller (same as Navpack)
^ w/C E C (same as Navpack)
^ Diamond Logic (same as Navpack)
^ DLC (Diamond Logic Controller) (same as Navpack)
^ DLCII- computer used on VT-365 (2002 up 4200 chassis)
^ T444E (V-8 engine used from 1994 to 2002)
^ 16 (Any DT engine- 6 cylinder inline)
Software
^ Navpack ALL MEAN THE

SAME THING-
^ Combination Engine Controller
the single computer
^ w /C E C
system
^ Diamond Log ic used from 11-97
through 2003
^ Diamond Logic Controller on DT and T444E
^ w /D LC engines
But NOT DLCII!
"High Idle"
refers to holding the throttle wide open- full throttle!
ZVR- Zero Volt Reference:
A very clean, low amperage ground used for computer

reference ground. You would not want to bolt a high
current ground cable on top of a ZVR wire.

Software
^ EVRT (Electronic Variable Response Turbocharger)

^ V G T (Variable Geometry Turbocharger)
^ AVNT (Advanced Variable Nozzle Turbocharger)
^ VNT (Variable Nozzle Turbocharger)
^ All refer to the variable turbochargers used on VT -365 and

later DT engines 2003 up

Software
^ WTEC- Allison Trans

^ M11- Cummins Engine
^ N14-Cummins Eng ine
^ ISX-Cummins Engine
^ ISB-Cummins Engine
^ ISM-Cummins Engine
^ C12-Cat Engine
^ C14-Cat Engine
^ 3406- Cat Engine
-DTC- Diagnostic Trouble Code

-KOEO_-Key On Engine Off
-KOER- Key On Engine Running
-CCT- Cylinder Contribution Test
-SSN- Session
-SFN- Special Field Notification
-"High Idle"- refers to Wide Open Throttle
-PDC- Power Distribution Center
•PLN- Pump, Line, Nozzle (older DT466’s)

Terms tobeFamiliarwithUsinglH
Software
•w/Truck- Straight truck, not a semi tractor

•w/Tractor- Semi tractor, not a straight truck
.Conventional- engine sticks out with a hood on it like the
above picture
•Cabover- Cab flips over, above engine

INT.ERNATI 0 N.ALfi TRUCK LINEUP
1000 Series 7000 Sedes ~

ForVlard ColiitrolChassis Severe Service Conventional Truck or Tractor
1 65-2 (Set Forward Axite)
7300 4X2 7500 4112 770D 4>:2

7300 4x4 75006X4 77006x4
74004>:2 1 500 4x4
1 4006>:4 7500~
740Q4>:4 7600 4)(2
3000 Series 74006x6 76006X4
Schoolbtisrrmitslt Bus (ChaasiislCab Only) Sev8’te SatvicaConVeitUOhal Trucok. or ’Trlilctor
32’00 (Set Blick Axle)
73004>:2 75004>:2 76004:0:2
Schootbus (Chassis and Cow! Only) 740[1 4>:2 7500 i’!X4 1 600 6x4
740Q6X4
3800 ~
8000 Series
COl1 ventiottaliraclot
8500 41<2
8500 6x4
8000 4X2
4000 Series 8000 6x4
MedlumConventiDI1BI ’trock ar’Tmctor
4200 4>:2
4200 LP .~X2
43004x2
4300 LP 4X2
MOO 4x2 9000i Series
4400 ~x4 P:tetntum COIlventlonal 1’mo1or or Truck
.t>tOO tP 41<2
4400 Mid Cab Ttaclor 41<2 92001 4;.;2
92001 6;.:4
940014>:2
94GOi 6>:4
9900i 6>:4
9900b.: 6.:<:4
5000i Series Conventional
Severe SerVice Conventional ’truck ot Tractor
(Set FOr\’\Ii.ud Axle)
5500.’6x4
5500’; 4X4 CF Series
55001 6:0:6 MediUm! low Cab FOMard Truck
CF’500
Severe Service Conventional Tmck at Tractor OF800
(SetBack. Axle)
56001 6>:;~
56001 4>:4
560016>:6
Severe Service Conventional TruCk ot Tractor

(Set Forward .Axle)
59001 4X2
59001 6>:4

Time to get on the Bus!
The DATA BUS, that is .
But there’s two of them??
Early 6 pin
Deutsch
connector
There is just one data bus in the

6 pin plug- the J 1708 bus
Early Trucks- 6 pin Deutsch

with J1708 data link only.
Later trucks- 9 pin Deutsch

with both J 1708 and J 1939
data links.
Hook the proper cable to the Deutsch plug under the left side
of the dashboard. There are two kinds of data connectors- 6
pin and 9 pin. It’s easy- a gray plug takes a gray connector,
and a black plug takes a black connector.
There are two data busses in the
9 pin plug- the J1708 and J1939
J1708 Data Link
’1
Allison Dash Dashboard

Engine Trans Gauges
Diagnostic
Connector
Allows the motor, trans, dash gauges, and

ASS modules to "talk" to each other. Used
with all electronic engine trucks 1994 up.
Think of a telephone party line ....
Early trucks will only have a J 1708 data link and a 6 pin
Deutsch plug.
The dash cluster pulls data from the J 1708 data bus and
displays it on the dashboard. The dash gauges are not hard
wired!

How do we check the old gray 6

pin Deutsch plug- J1708 ONLY?
^ We check
voltage at
the pins.
I’ll go to the Master Service Manual for an old three box truck.
This is because the Navpack only shows a 9 pin Deutsch
plug.
Go to Circuit Functions and diagnostics, VPM.
Check voltages at the

Deutsch plug
These voltages may waver as messages
are sent over the lines.
CAV geDt-.
-- -)
---CIRCUIT
97C
97"GK
988(+)
EF
DA
B
C ^ ATA+ 3-4 volts
..- ATA - .6-1 volt
^ Battery+ 12.6 Volts
^ Battery - Ground
Case Study, 1997 4700 T444E

Data Links in the Dashboard
19974700 with dashboard panels removed. Note red and blue

J 1708 data bus bars in the dashboard to the right of the steering
column.
Shown are the AT A positive and negative connectors held against a
piece of white paper for clarity. You can clearly see the center wire
has 98E (+) written on it.

Six terminals are present, but only three are used on this truck.
These ATA schematics are located in a
strange place in ISIS for the older trucks- under gauges,
not under chassis or general wiring.

ATA(+) DATA LINK CONI,
W/T444E OR 16-H
(427) Only the top
three pins are
CAB HARNESS used on this
truek- no Wabeo
98E(+) or Allison trans
98 A( +)
B_
I
~,lf!?J c 98 B( +)
** 98J( +) [gJ 142(+)/9SJ(+)
** WfWABCO *WNVTEC III

98A+ Pin 16, ECM
98B+ Pin F, Diag Connector
CON NECTaR - 0892136C1
98E+ Dashboard Gauges
TERMINAL(18AWG) - 0879630R1 98J+ Wabco ABS Module
TERMINAL(14AWG) - 0188396R1
CO NN CAP - 1654427C1 142+ WTEC Allison Trans
98A+ Pin 16, ECM

98B+ Pin F, Diag Connector
98E + Dashboard Gauges
98J+ Wabco ABS Module
142+ WTEC Allison Trans

ATA(-) DATA LINK CON
WIT444E OR 1 6›
(428 )
CAB HARNESS
98F(-)
98 C( -) 98D(- )
98K(- ) 151 (-){9SK(-)
** W/WABCO * WNVTEC III
CONNECTOR - 0892136C1
TERMINAL(18AWG) - 0879630R1
TERMINAL( 14AWG) - 0188396R1
CONN CAP - 1654426C1
So, the J1708 data link is dead. How do we diagnose it?
1. Find the bus bars in the dashboard.

2. Check each terminal for short to ground
3. De-pin the plug (remove the wires from the plug using the correct tool) and
see which leg has the problem
4. Identify what modules are on the circuit using a schematic
5. Possible problems:
Wire rubbed through and shorted to ground
Wire shorted to power
Defective module on the bus

Navistar Electronic Dashboard Diagnostic Program (1997 up)
for the Data Driven Dashboard. The dash cluster pulls data
from the J1708 data bus and displays it on the dashboard.
BiDirectional dashboard program tests cluster integrity and

connections.
Simply move cursor over the gauge and actuate it to
diagnose the system.
Fuel and air gauges are not accessible.

Multiplexing Data Busses
J1587/J1939
Why two different data links?

The J 1939 is FASTER!
The J1708 has a limit of 9600 baud. The J1939 has speeds
up to 250,000 baud.
The high-speed 1939 network is designed for control

modules on engines, retarders, ASS, and etc. J1708 is a
low-speed bus for dashboards and the industry standard for
scan tool communications.

J 1708 and J 1939 Data Links
Dashboard
Allison
Engine Trans
Diagnostic
Connector
Power Train J 1939 Data Link
Later trucks include two data links, the ATA J 1708 Data Link,
and the power train J 1939 Data Link, with most items
communicating on both links.

How Do I Test a J1939 Data Link?
There needs to be 60 Ohms resistance across the + and ›

terminals in the J 1939 data link with the key off. If there is 120
ohms resistance, one of the terminating resistors is bad,
unplugged, or there is a cut data harness in the data link.
How Do I Test a J1939 Data Link?

1. Hook a Fluke 88 or DVOM with MiniMax across the C and D
terminals of the Deutsch connector
2. Set the DVOM on resistance, with the MiniMax enabled.

Disconnect batteries. Resistance should be between 55-65
ohms.
3. Go around the truck and wiggle the data bus lines looking for
opens or shorts
4. Check the DVOM for a minimax outside of 55-65 ohms.
5. If the resistances spikes to 0 ohms- intermittent short, or

rubbed harness.
6. If the resistances spikes to 120 ohms, there is an intermittent

open.

How Do I Test a 9 Pin Data Link?
Testing the J1708 pins

are just like testing the
J 1708 pins in the 6 pin
Deutsch piug
o fi
(0 o
o Q)
-A- Ground (-)

-B- Battery Positive (+)
-C- J1939 CAN (H)
-0- J 1939 (L)
-E- CAN Shield
-F- J1708 ATA (+)
-G- J1708 ATA (-)
-H- Not used
-J- Not used
Checking resistance across Pin C and Pin 0 should read 60 ohms with the
key off. Pins C and 0 should read 2.5 volts measured to ground. Pin F
should be approximately 3-4 volts and Pin G should be approximately .6-1
volt measured to ground. The voltages will waver as messaging is sent
over the data lines.
DIAGNOSTIC CONNECTOR
T444E & 16-HEUI
(384)
~~ CAN-S
a "’"PLUG
CAN-H
ICAN-L
97C
CUIT#
CAVITY gej(+)’
97-GK
- Battery
SB6(+)
SeD(-)
D A E
F
H J
J1708 (CAN)
J1939 (ATA)
G 8 C •WIHYDRAULIC A6S
CONNECTOR - 353B79BC1
TERMINAL (14AWG) - 1659750C1
TERMINAL (20AWG) - 165195BC1
PLUG - 453133C1
J1939 Data Bus "Backbone" V-connector and terminating resistor

J1939 Data Bus "Backbone" V-connector and terminating resistor
J 1939 Data Bus "Backbone"

Y connector and terminating resistor
J1939 Data Bus "Backbone" Y connector

Won’t Start?
Do the engine warning lights light up on the
dashboard?
If not, check:
1. ECM fuse
2. ECM power relay
3. Power circuit to ECM
4. Ground circuit to ECM
Still Won’t Start?

And the warning lights DO
come on-
Check for 5v reference at
the sensors- if the 5v ref
becomes shorted, the
ECM goes to "sleep"
Still Won’t Start?

And the warning lights DO come on-
And the 5v ref IS present, Check for:
Proper cranking RPM
Fuel Pressure and cleanliness

Navistar DT466E/T444E Supplement
1515- (lH Shop manuals) on CD including NGV (part number is CD-ISIS) $175.00, available from your
IH dealer parts dept., or from IH: 630-313-7507 to order the Diamond ISISTM CD-ROM. Visit their
website at http://www.navistar.com/site_layout/service/servicepubs.asp for more information.
Dia~nostic Equipment: Available from IH at list price, or from OTC.
Note: Pricing will be 30% less from SPX/OTC. Call 800-533-6127and have a credit card handy. OTC is
very disorganized- if you talk to 5 OTC employees, they will give you 5 different prices. They may also
tell you that they sell to dealers only! If they say they cannot sell to you, make sure they know it is a
ZTSE part number and to check the notes on the part number. They will sell ZTSE part numbers
to anyone with a credit card. If they will not, call them back and get a different sales agent!
MD Fleet ZTSE 4463-6 $433.00 (electronic engine diagnostic software for laptop PC, see cable below)
MD Fleet IC3COM Cable kit ZTSE 4632 $550.00 (needed for MD Fleet software, uses 9 pin serial
port- make sure your laptop has a 9 pin port!)
IPC- Instrument Panel Cluster Diagnostic Software ZTSE 4475-1 $326 for ’97 up MD and HD
electronic dash
Intune software $325.00 or $406.25 (ESC body controller diagnostic software for NGV truck)
Intune cable kit use the IC3 COM above
ESC breakout box for NGV ZTSE4477 $629.08
Hydraulic ABS diagnostic software for 1998-2002 4700 series trucks ZTSE 4464-1 v 2.03 $326.92
(IC3COM ZTSE 4632 cable needed, not Magikey!)
Hydraulic ABS diagnostic software for NGV (2002 up 4200 and 4300 trucks) Use Wabco Toolbox
software, $185.00, call 800-328-6657 to order. It is compatible with the Magikey cable.
Navpak Engine Breakout box ZTSE 4445 $1202.08 (’98 up single module)
Breakout box for ’94-97 use a Ford 60 pin breakout box, available from SPx/OTC or Ebay cheap.
Air ABS Pro~rams- Download the free program from

http://mybendix.com/products/ABS_Diagnostics_MB.shtml You will also need the Magikey or ZTSE
4632 cable.
Cable Confusion! Note: The latest version of MD FI’eet released in late 2004 (ZTSE 4463-6) 15
NOT compatible with the Magikey cable. Nexiq (800-639-6774) claims it is a problem on IH’s end as
the new software is not RP1210A compliant as the older versions were. You will need to purchase the
IC3COM cable above if you buy the latest version of MD Fleet! IH is "supposed" to be working on a fix
for this and Nexiq claims it is not their problem. Nexiq claims that they will work on a fix for it in the long
run but not in the immediate future. (Written 11-04)
Due to the need for different communication cables IH recommends for each different program
(ridiculous!), I am now recommending the Nexiq (MPSI Pro-Link) MagiKey cable PN 126032
unless you are buying the latest MD Fleet. It works with all Navistar programs except the newest
MD Fleet and those that reflash ECMs (which are not available to the aftermarket, anyway). This

is available only from aftermarket suppliers, not IH, MPSI or Nexiq. Chalks Truck Parts has them
in stock at a discounted price, call Larry Colley at Chalks, 800-231-5061, and mention my name.

Navistar Enqine DiaQnostic Forms
These forms are full color schematics and diagnostic charts, very helpful when performing diagnostics.
They are included in ISIS, but not readable or printable. They are large full color 8 ~" x 17" and come in
pads of 40 from your dealer for an inexpensive price.
TSI Number: 04-12-15
TSI Date: April, 2004
Subject File: Engine

Guide not
200000
85001
069051
931
EGED-I50-I
Engine
EGED-I80-2,
EGED-1I5,
Diagnostics
EGES-285
CGED-390-2
EGES-220
CGED-365-5 available
1 1075289-
27351
1DT
DT
DT/DTI
93209
64-
Engine
DT
(Tbree I-above
7-9,1Preliminary,
408/466
466E
-above
466
466E 466
and
.,Box
Serial
466, and
Model
DT and
A
DT
Performance
Hard 570Guide
and
530E
Performance 530
Analysis
Start
Diagnostic
Mechanical
Engine 1Guide
Analysis
ISIS 1 94038
fi only
, Diagnostics
System)Electronic
Analysis
Performance Control Diagnostics
HT
eries 570
series
No. Info
DT/DTI/DTA
1 075288 466
0436665- , Mechanical Diagnostics
Diagnostics 1-6 Engine Diagnostic Forms
Publication No. and Form Type
EGED-I55-I , Electronic Control
EGED-225
EGED-185-1 , Electronic
, ElectronicControl
EGES-290 Preliminary, Control
ISIS fi only
Model Years 2001 -2004

I1 001
I6.9L
Info9.0L
634234-above
0000082-1
7.3
TEngine
VT444E
LCGED-355-5
2360-above
365179
0005565-above
-4451
500079-1
000500-634233 235995-1
260423
EGED-1
EGED-245
EGED-245
Publication
CGED-335-4
CGED-440-5 No. ,,No.
30-1 VT-365
VT andL Start
-365
, 6.9
,,7.3
Hard Hard/ foml
Hard
Form
Diagnostic
Engine
Diesel No
Start
Start
Type No&
// No
EGED-1
Perfoffi1
Performance
Start Start & ,Electronic
&
Performance
Start
ance 35-1
Analysis
Perfomlallce
Analysis Control System
Model Guide
Engine
System ance Diagnostics
Perfoffi1
Troubleshooting
Perfommnce
Diagnostics Guide
V8 Engine Diagnostic Forms
Serial
EGED-250
EGED-200-1 , VT-365
CGED-470-4
EGED-255 ,ElectronicEngine
, 7.3 L Solid Perfomlance
Control
State
Electronic Glow
System
Control Plug
System
1 983-1Model
986 Years

ABS
F
EL
O21
O Cubic
Ampere
Charge
Cubic centimeter
Centimeter
Accelerate
American
Accelerator
Acoustic
Barometric
Brake
Bottom
Celsius
Cold
Camshaft
Antilock
Air
AmericanControl
Dead
Crankshaft
Controller Wave
Ambient
Air
feet
Alternating
Controller Petroleum
Absolute
Position
Area
Brake
Management
Brake Center
Pressure
horsepower
Catalyzed
Camshaft
Crankshaft Attenuator
Position
Position Sensor
Pressure
Institute
Protection
Network
Cooler
per second
System
Trucking
Position
Diesel
Current
Area System
Association
Particulate
Position Output
Output
Network Filter
(public)
(private)

CPU
Central Processing Unit
CTC
Coolant Temperature Compensation
DC
Direct Current
DDS
Driveline Disengagement Switch
DlC
Data Link Control
DMM
Digital Multimeter
DT
Diesel Turbocharged
DTC
Diagnostic Trouble Code
ECl
Engine Coolant level
EBP
Exhaust Back Pressure
ECI
Engine Crank Inhibit
ECM
Electronic Control Module
ECT
Engine Coolant Temperature
EFAN
Engine Fan
EFRC
Engine Family Rating Code
EGR
Exhaust Gas Recirculating
EGRP
Exhaust Gas Recirculating Position
EOP
Engine Oil Pressure
EaT
Engine Oil Temperature
EPA
Environmental Protection Agency
EPR
Engine Pressure Regulator
ESC
Electronic System Controller
ESN
Engine Serial Number
EST
Electronic Service Tool
EURO
Eurpoean
EVRpM
Electronic Variable Response Turbocharger
EWPS
Engine Warning Protection System
F
Fahrenheit
ft
Feet
FMI
Failure Mode Indicator BDC for engine manuals and specs
gal https://barringtondieselclub.co.za/
Gallon
W Inch
Water
Gallons
GrossTorque
Mercury
Ignition
High
Intake
Injector Per Hour
Vehicle
HorsepowerControl
Air
Drive Weight
Pressure
Temperature
Module
in Hg
Inches of mercury
in H20
Inches of water
INJ
Injector drive
IPR
Injection Pressure Regulator
ISISfi
Internationalfi Service Information Solutions
1ST
Idle Shutdown Timer
IVS
Idle Validation Switch
kg
Kilogram
km
Kilometer
KOEO
Key-On Engine-Off
KOER
Key-On Engine-Running
kPa
Kilopascal
L
Liter
Ib
Pound
Ibf
Pounds of force
Ibfoft
Pounds of force per foot
Ibf•in
Pounds of force per inch
m
Meter
m/s BDC for engine manuals and specs
Meters per second https://barringtondieselclub.co.za/
MAP
Manifold Absolute Pressure
MAT
Manifold Air Temperature
mm
Millimeter
mph
Miles per hour
MY
Model Year
N
Newton
NEG
Negative
NETS
Navistar Electronics Technical Support
Nom
Newton meter
NO
Nitrogen Oxide
NOx
Nitrogen Oxides
NSBU
Neutral Start Backup Switch
OCC
Output Circuit Check
OL
Over Limit
PID
Parameter Identifier
PIN
Part Number
POS
Positive
POSE
Positive On Shaft Excluder
PROM
Programmable Read Only Memory
psi
Pounds per square inch
pt
Pint
PTO
Power Take Off
RAM
Random Access Memory
rev
Revolution
rpm
Revolutions per minute
ROM
Read Only Memory
RSE
Radiator Shutter Enable
SAE
Society of Automotive Engineers
SCCS
Speed Control Command Switches
SID
Subsystem Identifier BDC for engine manuals and specs
SO 2
Sulfur Dioxide
SYNC
Synchronization
TACH
Tachometer output signal
TCAPE
Truck Computer Analysis of Performance and Economy
TDC
Top Dead Center
UVC
Under Valve Cover
V
Volt
V BAT
Battery Voltage
V IGN
Ignition Voltage
V REF
Reference Voltage
V REF A
Reference Voltage (engine)
V REF B
Reference Voltage (chassis)
VGT
Variable Geometry Turbocharger
VIN
Vehicle Identification Number
VOP
Valve Opening Pressure
VSS
Vehicle Speed Sensor
WIF
Water In Fuel
WTEC
World Transmission Electronically Controlled automatic transmissions (Allison)

T444E Flash Code Circuit Index

with 3 Box System (94-late 97)
111 MAP PWR

ICP
APS/IVS
ECT
ECM ~""alar",tr’\l"
Manifold DI"\c>itil"\n
Absolute ",nrl Irllaout
Pressure \/",Iirl",til"\n
Signal
Frequency range
isout
Accelerator
Man
No
EngineAbsolute
Fault
Injection
ElectricalCoolantPosition
Press
Detected
Control
System SignalB+
(MAP)
- Flash
Temperature
Pressure
Voltage in-range
above
code
Signal of
only
signal
out spec.
out
of of
fault
inactive
LOW
HIGH
level
of at
Outrange
range low
of LOW idle
LOW
HIGH
Range
HIGH
21 *
32
24
134
33
15
22
23
25
31
14
12
13

VSS
CMP
SCCS
EOP
BARO
IAT
DCLIATA
BRAKEBrake
APS/IVSSCCS
Vehicle
CMP
Remote
Engine
Wrong Switch
Idle Validation
Switch
Signal
Speed
Barometric
Intake
VPM Air
not Circuit
Throttle
Oil Switch
or
noise
Pressure
number
Temperature
Pressure Fault
ofSignal
disagree CMP
communicating circuit
Circuit
inactive
Signal fault
detected
while
out
Signal
Signalof
ICP
Signal
signal
with
out fault
range
out
out
of has
of range
of
out
ECM
range of
LOW
HIGH
LOW LOW
increased
HIGHper cam revolution
transitions
range
2*
1*
4
1
51
2*
54
55
44
3
43
45
42
41
52
35

224 KAM
EDl
EaT
IPR
EPR PWR
ECM PWR
DCLIATA
TACH
GPC
ECM/IDM
IDM J::nrtino
AT
acc
IDM
KAM A Power
Tachometer
VPM
FDCS
Unable
Exhaust
Injection
Engine
Glow
Fuellnj.
r\il
Common
Self
/Corrupt
Plug
to
ail
TOl"Y\no
Test
circuit
ECM Fault
forward
Pressure
SyncRelay
Control ECM
buffer
DCl ^..<:>t.
toCircuit
IDM
fault
Transmission
Temperature
Controller
lamp Pres
accECM
AT ’’’’0 ~irtn<:>1 I’"\"t I’"\f
test
isacc
Regulator
acc A
acc circuit
inactiveSelf
message
message
Self
.. Self
Regulator
Data
Signal acc
Test
Self
Test out
Test
Line
Test
out to
to of
Self
failed
failed
acc
of
AT
failed
ECM
Test
SelfA Test
(EDl)
range DCl
failed
accfailed
laW
HIGH Fault
55
35
42
51
52
54
31
34
45
11*
12*
41
43
32
33
44
53

desired
Shutdown
exceeded
critical
cranking
rangeengine
with
warning
EBP ** Engine
IPR
ICP
ECl
EOP
ECT
level
level
performance)
system
Reach lOW
performance
Exhaust
Power
Injection
ICP
leveloff range
working
commanded
Coolant
Oil
unable
set point
Pressure
Back
reduced,
ControlPressure
to Shutdown
Engine
range
Idle achieve
build below
matched
Pressure
level
pressure
Speed
HIGH
I
above/
critical
signal
below
Temperature toabove
setpoint
(Tach
Timer out
cooling
warning
above
Unable
warning
during below
level
of /limit
spec
(poor
RPM)
Enabled to Engine
41
34*
31*
32*
23
21
22
35*
24
25
33*
15*
16
14
I

342 EBP
INJ
EPR Exhaust
ExcessiveBack
LOW to HIGH Pressure
Exhaust Openabove
Side Back
Short Pressure
signal
below
-- Cyl
Cyl1
Cyl7
Cyl2or
3 below
out
Cyl5expected
4
Spec.
8
7
5
6 of
desired
level level
atHIGH
high OFF
with Engine
range engine speed
21
22
27
32
35
43
38
23
24
25
26
28
31
33
36
37
44
52
34
51

8
4
2
1
3
5
7
6
441 INJ Diag.
Perf. LOW side short toTest
Cyl. Contribution VBA T-- Cyl
ground
Failure
T Cyl-14
-Cyl 7
6
5
2
8
i
Cyl1
8
6
51 4
4
3
2
3Cyl
7 2
6
8
5
7
3

511* ECM/IOM
CMP
INJ
10M
VPM 10M
Incorrect
ECM PWR
Bank
High
10M
Both faults
Feedback
Cylinder
Injector ECM
Internal
Installed
21 has not
ECM
VPM
Fault
power
Side
High
High inreceived
installed
TOGGLE
Failure
Side
multiple
not
Identification
Programmable to
Side
voltage
Bank Short
Switches
Bank for
compatible
21isfaults
1(CI)
Open
ParameterLOW
2 notCMP
detected
Ground
with
toshorted
Signal
KAM or
VPM
ECM
high
Corrupt
Low
VBAT
Software
fault
software
by ECM wheel
(timing)
together
31*
44
13*
43*
23
14*
21*
22*
15
12*
45
15*
24*
32*
41*

621* VPM
ECM Internal
DCLIATA
Watchdog
VPM
Feature
ROM
Moduleis
Invalid Odometer
Hourmeter
Engine/Fuel
RAM
Engine Fuelmeter
Engine/Rating
Internal memory
Memory-CPU
Field
Timeout
Odometer
Fuel
Hourmeter
meter
communicating
memory
(Read
Engine
using Only
Software
EEPROMMFG. Fault
Fault
data
Default
Self
memory
Rating
memorymemory
data content
Test
rating
content
Memory)
memory Fault
incorrectly
Default
Code;
Background
data location
location
Self corrupted
rating
Check
Test
content
location inin
with
Process
erro
error
fault r
ECM inactive
was
corrupted
VPM
program programming
engine
42
1
5
3
2
4
32
3*
31
2*
25

* - Indicates WARN ENGINE LAMP on when fault is set.
** - Faults only available if Engine Protection is enabled.
DT466E FLASH CODE CIRCUIT INDEX

with 3 Box System (96- late 97)
111 ECT
MAP
ECM
APS/IVS
ICP
ECMManifold
PWR
Accelerator
No
Injection
Electrical
Engine Absolute
Control
System Pressure
Position
FaultCoolant
Detected SignalB+
- Flash
Pressure
Temperature
Voltage Signal
out of
(MAP)
code
Signal
outonly
out
signal
of is
inactive
of range
out
Frequency
above
range HIGH
LOW
of range
spec.
HIGH
LOW Out
LOW
HIGH
level
of Range
at low idle
*

132* CMP
BARO
IAT
EOP
APS/IVS
VSS
SCCS
Accelerator
Idle Validation
Wrong
CMP
Intake signal
number
Accelerator
Vehicle
Barometric
Engine
Remote Air
Oil
SpeedPosition
Switch
noise
inactive
Throttle
Temperature
Pressure
Pressure
Position
Signal and
circuit
ofSignal
detected
CMP
while Idle
signal
Signal
Signal
out ICP
Signal
outofoffault
out has
in-range
out
range
range
out
of
of of
fault
increased
LOW
HIGH HIGH
transitions
Validation
range per cam revolution
LOWdisagree

214 BRAKE
KAM
AT
EDl
EOT
IPR
ECM
SCCS
VPM A
PWR
DCL/ATA
Brake
SCCS
TACH
ECMIIDM
ECM/IDM
DCl/ATA
IDM
OCC
Remote
KAM common
Tachometer
PWR
VPM/ECM
Unable Switch
Switch
Self
Injection
IDM
Engine
FOCS
Fuel not Test
Corrupt
Power
to fault
toCircuit
DCl orECM
Buffer
forward
Throttle Circuit
communicating
Pressure
Transmission
Relay
Injection
signal
Oil is
fault
ECMfault
test
Signal
OCC
Temperature
Sync
IDM AT fault
Ainactive
circuit
message
out
Regulator
message
Self
Circuit
OCC with
DataofTest
Signal
Self
OCC ECMout
range
OCC
Line toof
to
Test
out
Selfof
AT
ECM
Self
HIGHA Test
failed
Test
range
(EDl) DCl
failed
lOW
OCC
HIGHfailed
fault
*

312*
belowwith
critical
level
spec
warning
system
range desired
level
-ECl
ECT
INJ
ECT**
ICP
IPR
EOT
EOP** Engine
lOW
lEngine
OW
Power
level
performance
engine
working
level
HIGH off
range
Speed
toreduced,
IInjection
njection HIGH
Coolant
Oil (Tach
Side
Control RPM)
Short
Open
matched
Pressure
Temperature
level
Temperature
Pressure below
i
-to limit
-above
Cyl1
Cyl
Cyl3
Cyl2
!!Signal
below 6
5
coolingI of I
4out
warning
above
warning
critical

432 INJ
PerfOW
Low
LOW
Multiple
L
Cyl.
ow
Diag.
Contribution
Side
to
Side
HIGH
Faults
Short
ShortSide
Bank
toto
Test
ground
VBA
VBAT-
Short
1 Failure
T---Cyl
Cyl1
Cyl4 6
Cyl-3
Cyl2 5
26
45
34
2
Cyl
5
1 4
Cyl12
3
5
6
*

512* INJ
VPM
10M
ECM
CMPBIncorrect
I10M PWR
/ faults
Multiple
H Fault
Feedback
10M
Installed
Both
njector
ank
igh power
Side
High
Programmable
High
Bank
Fuel ECM
ECM
21 Highnot
Fault
Faults
to
Side installed
received
TOGGLE
voltage
Injection Side
in
Banknot
Bank Ii
21 for
compatible
Switches
Bank
Short
21isOpen
2low
parameter
Sync Signal notCMP
KAMdetected
Low:with or
toshorted
ground
High:
*
VBAT
ECM software
Corrupt
together
by ECM
Cylinder fault
(timing) wheel
Identification Signal (CI) I

621* ECM
DCL/ATA
VPMInternal
Module
Feature
VPM
ROM
RAM
Invalidis Odometer
EEPROM
Hourmeter
Fuelmeter
software
memory
Memory
(Read
Engine
Engine/Rating
Engine/Fuel
Engine using fault
fault
memory
memory
memory
Background
data
communicating
Only
-memory
rating
CPU
memory
Field
MFG. content
Memory)
Self
data location
location
location
incorrectly
Code: Test
data
Default
Default Self
CheckTest in
Fault
content
content
rating
rating
in error
Process
error
with
Fault
VPM ECM
corrupted
Program was inactive
programming
Engine
*

with 3 Box System (96• late 97)
654 VPM Watchdog Timeout
*. Indicates WARN ENGINE LAMP on when fault is set.
^ *. Faults only available if Engine Protection is enabled
0
3
4E
ECT
MAP
SIDCT 102
FMI
CIRCUITFAULT
ECM
CM 110
168
PID
PWRIntake
DESCRIPTIONECM
NoT444E
Engine Manifold
Errors Flash INDEX
Detected
Coolant
Electrical System Code
B+- Circuit Index
HIGH
LOW
Absolute
Temperature
Out of
Voltage
Flash
Signal Range
codePressure
Out
Outof Signal
ofLOW
onlyHIGH
Range
Range
with Navpack Single Module (98 up)
FLASH
123* 4 721
0
812
APS/IVS
V
211
CMP
3ICMP
230
C
VSS
B
A SS
ARO
MP
ICP
MAP 0
84
APS/IVS
91
’164 Barometric
Incorrect
Intake
108 CMP
0PS/IVS
CP 164
102 number
Idle Validation
Accelerator
Vehicle.Speed
VehicleSignal
Injection Pressure
Manifold of
Switch
Pedal
Inactive
Speed Signal
Noise
Control
While
increased
Validation
Position
Circuit
Absolute
Detected
Out
Position
CMP
per
n.
Qirtr",::>1 ICP
ofsignal
cam
Disagree
Pressure
Range Range"f
It
and
Fault
Signal D<:>nrtaIn
hasIdle
Switch
Pressure
HIGH
Out
revolution
LOW
Fault
Signal
HIGH InOutofof
transitions
LOW
*M*
EOP
IAT
BARO
E
HPG
S
2
4
8
0
3 OP
BRAKE
V
R CCS
RPS
SS
PS 73
247
244
29 100
0
84 Barometric
Brake
108
Air InletSwitch
Switch
Cruise-PTO
Remote
Hydraulic
Engine
Vehicle Pressure
Circuit Circuit
Control
Fault
Throttle
Temperature
OilPressure
Pressure
Speed Signal LOW
HIGH
211* LOW
HIGH
Signal Out of Range
RPTO LOW
Fault
HIGH
Frequency
Sensor
Range
Signal Out
Fault
Signal
HIGH
Out of of of
Out
In-
Range
100
231 42 VRE
A
3
1
4
2EaT
EPR
IPR
ECl
54
55
38
11TA
aWL
E
EDl
eal
GPC
RSE
0 1
WARN
EFAti
239
238
250
35
248
56
36
Transmission
Fault
Communication
Error
Line
Test
Enable
Self
acc
Failedacc
Failed
Test
Fault
Self
aec
Temperature
Pressure
Regulator
aut
Fau~
Relay
acc
acc
of ace
111Vehicle
aT 62
175
0
Fault
RangeSelf
Test
Fault Fault
Fault
ECl Switch
Radiator
Exhaust
ATA
Injection
Glow
Engine
Change
Data
Test
Failed
Fault
Fault
accSignal
low
Regulator Link
Self
High
Retarder
Data
toShutter
ail
Warning
PlugControl
ail
I
~’
Circuit
Pressure
lamp
Control
Fan-aCC
jJi lamp
lamp
acc
Self
II
Oil Water Lamp Dee I
313 0 7
EC
ECT
14
1ST
ICP
1
13
IPR
10 CT
MP71
4CL
OP**
CT**
ECT** 111
110
100
190
164 ICP
Idle Shutdown
Power Unable
SYSInjection to achieve
Reduced, Timer
Below
Desired
Level
reach
Critical
Pressure
Shutdown
point Critical
Temperature
Below
setpoint
With
System
Enabled
Matched
Warning Level
Above
commanded
Level
Warning
performance)
RangeEngineWorking
in
Engine
Engine
Level
Above/Below
Warning/Critical
Performance
totime
Levelunable
Above
Off set
Spec.
Level
(poor
Cooling toI
Speed
Oil Pressure
Coolant
ControlAbove
Level
I
335 5EBP
2
7
0
20
3 E
EBP
1
EPR
4
6 INJ
IHPG
29
34 0PR 0
PR
19
NJ
10 164
SYSCylinder
73 Exhaust
ICP
Change Unable
Excessive
Hydraulic Back
6:
in to build
Exhaust
High Side
exhaust
1:Pressure
3:
2:
4:
5:
Back
unablePressure
achieve
Pressure
setpoint
back
Pressure
commanded
pressure
cranking
Range
when
(gauge)
being
occur
to Lowcommanded
High
engine unable
to during
achieve
Signal
Above
Lowpressure
cranked
when
Side set to
Out
offdid notof
spec.
point
or
expected
Open
Shorted to Ground or
427 645
2
7
1
8
6 NJ 0 {"’\Ili
IINJ
3 Cylinder 4:
I
^..^rlor~• I-linh ~irlo
8:
7:
6:
1: High Side
2:
5:
3:
Shorted
VBAT
to Low Side Low Sideor
to Ground
Open

6
2151
5
8
7
4
3INJ
152
1
P Bank
erf 0Diag.
Perf 1 Low
Low Side
Cylinder toCylinder
6:
8:
3:
2:
7:
4:
5:
1: Side Side
Bank
High 21 Shorted to Ground or
Short
Failed to Ground
Contribution
Shorted
VBAT
Open Testor or
to Ground B+
521* 5821
252
ECM
240
254
6713
21
C
14
12
152
INJ
253
E
011MP254
CM 0 PWR Low Side
EFRC/EECM
Incorrect
Bank
Field
RAM
Engine
Invalid
ROM 2 to level
Low
CalibrationECM
default
Injector Bank
Driver
Programmable ING
Side
active2fault
Circuit
Programmable
Unexpected
Engine
using reset
Memory-CPU
(Read Field
Rating
Only
Mfg.
D".:2Ir~n"’\.o.+or
Parameter
installed
Self
Fault Test
mismatch
Short for ~.o.n’1r\n.1
list
Fault
to Ground CMPlevel
or B+
Code;
Open Check
incompatible
Parameter
Default
Program
timing
programming
Memory) wheel listECM
Rating
Engine
configurationSelf corrupt
Test
content corrupt
* - Indicates WARN ENGINE LAMP on when fault is set.
** - Faults only available if Engine Protection is enabled.
DT 466E Flash Code Circuit Index

Signal Out of Range HIGH

11104
2
MAP
IECT
E
3
M CP
ECM
CT
ICP
AP PWR
CM 164
102
110
No Errors
Intake
168 Detected
Manifold
Injection
Engine
Electrical Control
Coolant
System ECM
- Voltage
Flash Signal
Absolute
Pressure
Temperature
B+ code
Out Pressure Signal Out of Range
102
LOW
HIGH
Pressure
Signal
Out
of OutIn
of Range
Range
only ofRange
LOW
HIGH LOW Fault
Range
HIGH LOW
DT466E Flash Code Circuit Index

ault *M*
I
Fault
4
I11
131*0
7
0
8
C
E
V
B
AIAT
21
CMP
EOP
12AT
BARMP 0
OP
SS
ARO a
~nr1ina
171
APS/IVSIdle
230
2
3 84
100
108
91
PSIIVSAccelerator
PS/IVSAccelerator
CMP
Air
EngineInlet
Vehicle
0108
f1il D.-a",,,,,
Validation
Barometric
Incorrect Signal
Oil
Temperature
Speed
III
’’-0 Qi"n",,1
Switch
Pedal
Pressure
Pressure
number ofPosition
Inactive
Noise Detected
Signal While
Signal
Signal
"Signal
CMP ofICP
Out
Range
f1, ,t of
~ Circuitand hasRangeHIGH
increased
Out transitions
Out signal
Out HIGH
per cam revolution
of Range
Range
Signal
Idle LOW
OutLOW
HIGH
of
Validation Range
Switch LOW
HIGH
Disagree
I
a~~(\~M:m£;:Jg~w-~ _ ~"lg~T ~_- - ~"’
;
0
&.1-
145*
1
I
I
DT 466E Flash Code

III! I
~~"-’r ;7.JI Circuit Index
I PG-=-:~~~,~ Signal In-Range Fault

1:"’~~~
’-W-~ t };~lIill!(’Jlt:
42
0
250
248
COl
2
55
54
238
EDl
IPR
EFAN
A
4
E
244
29
247
B
RPS
56
8
V
RSE
OWL
11
ECl
3
R
H
HPG
S TA
OP
RAKE
SS
PS
CCS 111
AT
73
100
0 0A Data
Circuit
Change
Remote
Hydraulic
Brake
Injection
Engine Fault
Oil
Oil Communication
lamp
Throttle
Pressure
Switch Pressure
Fan-OeC
Control OCC
Signal
CircuitSensor
Pressure
Self Link
Fault
Sensor
Out
Fault
Test of
Fault ~
Regulator ace Self Test Failed
YET?????????????????????
RPTO Signal
Out Navpack
with
Line
of Out
Error OCC
Range
lOWSelfVehicle
Oil84
0
Range
HIGH
0
Water
Remote
Radiator
of Single
0
Hydraulic
Test
Engine
HIGH
lamp
Module
Failed
Speed
to I
Throttle OCC
Signal
Shutter Enable
(98
Pressure
~
up)
Signal
Transmission
Fault
Out
OCC
Signal
of
Out of
Frequency
Data
I
~
II
Range
I
Range HIGH
Cruise-PTO
NOT AVAILABLE I
Control Switch
FaultI
Range LOW

vel
Level
265 0
Level
Critical
Fault
System
Spec.
Cooling
Out
E
1ST
ECT
7
EOP**
3
4
0I13
14
1
ICP
239
C 4CL
EaT
1
PR
WARN
11
VRE OP**
MP 71
CT**
Level
110
111
100
175
0
62
164
Idle
190
Power
Engine
Working
Warning/Critical
Engineof With Engine
Shutdown
System
Range
Shutdown
Reduced,
Injection
Vehicle
Range
Off
Level
Timer
Control
Coolant
Speed
Oil
Performance
Low
III
"
Enabled
Matched
Pressure
Level
Temperature
Pressure
Warning
Retarder Lamp
Above
Temperature to
Below
Below
Relay OCC
OCCAbove
Warning
Signal
commanded
gh set
-------------------------~-------------------------------~~------~

333* 0 42
6
34
I7
51NJ SYS
10
PR
INJ
IPR
HPG 0
73
164
IICP
Cylinder
CP Unable
Hydraulic
Injection 4:
2:
5:
3:
1:
6: to achieve
High Side
build
Pressure
Control setpoint
Shorted
to Lowto to
pressure
unable
Pressure
Low
Side Side
Above/Below
achieve
in timeOpen
during cranking
(poor Desired
commanded Level
set point
performance)
II
~l
4
6 ~, ~ J= "~~c~ _
72531152
151
INJ
i•tI~
INJ
P 0Low
Bank
6INJ
..^..
erf Diag.
Perf Cylinder 2with
00 Side
1Cylinder
Low1:toDT
4:
5:
6:
3:
2: II
Navpack
!Ii
Side
466E
Bank
High Short
2:Side
Cylinder Open
High
Single
to
1 Flash
SideCode
Shorted
Module (98
to Circuit
Shorted
Contribution Test
up)
Index
to Failed
Ground or VBA T ~
i!
R
Ground
Test
~~~~~’"
1
1 455
463Failed
451
515*
B+ T0
or VBA
0
0
0 ~H:b.:J1.:~~- ~l! .~.I
0 III I
Test
Ground
Low Failed
Sideor VBA T
I
1 436 Low Side to Bank 2 Open
I I

-
521* 708ECM
240
252
21
E
254
253
6 11
2
12
14
1
13
C CM
INJ
MP PWR
152 Field default
0
Incorrect
254
Bank
Calibration
EFRC/EECM
RAM
Programmable
ROM
Unexpected
Invalid
Engine
Injector ECM
2(Read
Low active
Side
level
Driver installed
ING
Programmable
Memory-CPU
Engine
using Only Short
Parameter
reset for
to
incompatible
configuration
Memory)
Rating
Field
Mfg.
Circuit Parameter
Self
fault
Default
Default
FaultTest
Code; CMP
list
Self
Rating
Indicates
-=M~IM-=
WARN
mismatch
Ground
Test
Fault
list
level
Check Fault
corrupt
memorywheel
Rating
timing
Program or B+
incompatible
ECM programming
content
Engine corrupt
LAMP on
when fault
is set.
** - Faults
only
available
if Engine
Protection
is
enabled.


Ih Navistar Dt466e 530e Service Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ih Navistar Dt466e 530e Service Manual

Uploaded by

Copyright:

Available Formats

Navistar

BDC for engine manuals and specs

BDC for engine manuals and specs

-Suilt as a Naturally Aspirated, Turbo, Intercooled

-Displacements of 360, 408, 466, 530 Cubic Inches

-DTE 466 Introduced Late 1996 with HEUI

Stainless steel injector sleeves require the

BDC for engine manuals and specs

Comprised of 7.6 and

All information pertaining to the DT466E also applies to the

BDC for engine manuals and specs

Valve stem erosion problems are not uncommon on New

Revised turbocharger housing to prevent compressor turbine

Some injector sleeve problems have been found- fuel in the

IH’s have a lot of problems with windshield leaks that must be

Erratic dashboard gauges cycling? Install a pair of diodes in

BDC for engine manuals and specs

The DT serial number can be found directly behind the fuel

530E is almost identical to the DT466E with the exception

BDC for engine manuals and specs

Updated DT Oil Drain Plugs

Became standard in 1999, bolt in

Valve adjustment is needed regularly on DT’s. We have found the valves

liner ring area

Production after. November of 2000 has stainless steel injector sleeves to

BDC for engine manuals and specs

BDC for engine manuals and specs

3 Way Test Strips

Test and correct your cooling system PH level on a regular

BDC for engine manuals and specs

August 2000 up has gone to TTY (Torque To Yield) bolts in

BDC for engine manuals and specs

Extended Life Coolant

Maintenance is to check for concentration and contamination and add an

Mixing Different Coolants:

Orange ELC is not to be confused with Dexcool, another orange colored

A new test kit is used to evaluate concentration and

Silicates additive for preventing front cover gasket leaks with

Figure 1 "5l11cato Addod" Label

4. Start and nln engine immediately. See Caution below.

Be sure to heat up engine after putting the additive in- it

BDC for engine manuals and specs

Repeated flasher failures are

BDC for engine manuals and specs

Green Death from windshield corrosion on a wiper motor

Be on the lookout for windshield leaks›

Just a note to be careful that the newer 4300/4400 chassis

BDC for engine manuals and specs

BDC for engine manuals and specs

Split-Shot Iniector Operation

BDC for engine manuals and specs

Fuel Enters Here

BDC for engine manuals and specs

New style o-rings with pink center o-ring- Note stainless

Closeup of a bad injector o-ring

BDC for engine manuals and specs

D High Press,ure Oil

The intensifier piston pushes

BDC for engine manuals and specs

The intensifier piston raises

The fuel plunger travels upward,

HP Oil Poppet Valve

Barrel and Plunger

BDC for engine manuals and specs