EGES270 Diagnostic Trouble Shooting Manual

DIAGNOSTIC/TROUBLESHOOTING MANUAL
International® DT 466, DT 570, and HT 570

DIESEL ENGINE
EGES-270-1
© 2008 Navistar, Inc.

Printed in the United States of America
DIAGNOSTIC/TROUBLESHOOTING MANUAL I
Table of Contents
Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .1
Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .3
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . .5
Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . .203
Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .279
Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .555
Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . .579
Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . .583
Appendix A: DT 466 Performance SpeciÞcations 2004 Model Year. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .593
Appendix B: DT 570 and HT 570 Performance SpeciÞcations 2004 Model Year. . . . . . . . . . . . . . . . . . . . . . . . . . . .617
Appendix C: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .641
Appendix D: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .649
EGES-270-1
Read all safety instructions in the "Safety Information" section of this manual before doing any procedures.
Follow all warnings, cautions, and notes.
© August 2008 Navistar, Inc.
II DIAGNOSTIC/TROUBLESHOOTING MANUAL
EGES-270-1
DIAGNOSTIC/TROUBLESHOOTING MANUAL 1
Foreword Technical Service Literature

International Truck and Engine Corporation is 1171809R5 DT 466, DT 570 and HT
committed to continuous research and development 570 Engine Operation and
to improve products and introduce technological Maintenance Manual
advances. Procedures, speciÞcations, and parts
EGES-265-1 DT 466, DT 570 and HT 570
deÞned in published technical service literature may
Service Manual
be altered.
EGES-270 DT 466, DT 570 and HT 570
NOTE: Photo illustrations identify speciÞc parts or
Diagnostic Manual
assemblies that support text and procedures; other
areas in a photo illustration may not be exact. EGED-285 DT 466, DT 570 and HT 570
Electronic Control Systems
This manual includes necessary information
Diagnostic Form (Pad of 50)
and speciÞcations for technicians to maintain
International® diesel engines. See vehicle manuals EGED-290-1 DT 466, DT 570 and HT 570
and Technical Service Information (TSI) bulletins for Diagnostic Form (Pad of 50)
additional information.
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.
To order technical service literature, contact your
International dealer.
EGES-270-1
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 Þnd 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 speciÞc Technical Service Literature required for Effective
vehicle manuals for further diagnostic information. Diagnosis
If the problem is the engine, see speciÞc 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
EGES-270-1
DIAGNOSTIC/TROUBLESHOOTING MANUAL 3
Safety Information • Restrain long hair.
This manual provides general and speciÞc 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 qualiÞed 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,
efÞcient 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 Þre extinguishers are in the
• Keep work area clean, dry, and organized. work area.
• Keep tools and parts off the ßoor. NOTE: Check the classiÞcation of each Þre
extinguisher to ensure that the following Þre 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 Þrst.
• 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.
EGES-270-1
4 DIAGNOSTIC/TROUBLESHOOTING MANUAL
• Do not expose batteries to open ßames 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 Þll the fuel tank. Over Þll creates a Þre
• 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.
EGES-270-1
1 ENGINE SYSTEMS 5
Table of Contents
Engine IdentiÞcation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .7
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .9
Engine Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..12
Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Engine System Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .18
Air Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

Air Management Components and Air Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Charge Air Cooler (CAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Variable Geometry Turbocharger (VGT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .24
Fuel Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .25

Fuel Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Injection Control Pressure (ICP) System Components and High-Pressure Oil Flow. . . . . . . . . . . . . .26
Fuel Injectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .33

Fuel System Components and Fuel Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Fuel Flow Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .34
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .37

Lubrication System Components and Oil Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . .40

Cooling System Components and Coolant Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . .43

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Injection Drive Module (IDM). . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .45
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Diamond Logic® Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .53

Engine Brake Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .53
Engine Brake Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Operation of Diamond Logic® Engine Brake in Braking Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
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6 1 ENGINE SYSTEMS
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1 ENGINE SYSTEMS 7
Engine IdentiÞcation Engine Emission Label

Engine Serial Number A common emission label is issued for the
International® DT 466 and DT 570 diesel engines.
Figure 1 Engine serial number
The engine serial number is in two locations:

• Stamped on a crankcase pad on the right side of
the crankcase below the cylinder head
• On the engine emission label on the valve cover
Engine Serial Number Examples

DT 466 engine: 466HM2U2000001
DT 570 engine: 570HM2U2000001
Engine Serial Number Codes
466 – Engine displacement
570 – Engine displacement
H – Diesel, turbocharged, Charge Air Cooler (CAC),
and electronically controlled
M2 – Motor truck
A2 – Unknown (Stripped and service engines)
Figure 2 Engine emission label (Example)
U – United States
7 digit sufÞx – Engine serial number sequence
beginning with 2
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8 1 ENGINE SYSTEMS
The Environmental Protection Agency (EPA) emission Engine Accessories

label is on top of the valve cover. The engine label
The following engine accessories may have
includes the following:
manufacturer’s labels or identiÞcation plates:
• Model year
• Air compressor (for brake or suspension system)
• Engine family, model, and displacement
• Air conditioning compressor
• Advertised brake horsepower and torque rating
• Alternator
• Emission family and control systems
• Cooling fan clutch
• U.S. Family Emission Limits (FEL), if applicable
• EVRT® electronically controlled turbocharger –
• Valve lash speciÞcations International’s version of a Variable Geometry
Turbocharger (VGT)
• Engine serial number
• Power steering pump
• EPA, EURO, and reserved Þelds for speciÞc
applications • Starter motor
Labels or identiÞcation plates include information
and speciÞcations helpful to vehicle operators and
technicians.
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1 ENGINE SYSTEMS 9
Engine Description
International® DT 466 , DT 570, and HT 570 Features and SpeciÞcations

Engine 4 stroke, inline six cylinder diesel
ConÞguration Four valves per cylinder
Displacement 7.6 L (466 in3)
Displacement 9.3 L (570 in3)
Bore (sleeve diameter) 116.6 mm (4.59 in)
Stroke
• DT 466 119 mm (4.68 in)
• DT 570 and HT 570 146 mm (5.75 in)
Compression ratio
• DT 466 16.5 : 1
• DT 570 and HT 570 17.5 : 1
Aspiration VGT turbocharged and Charge Air Cooled (CAC)
1
Rated power @ rpm
• DT 466 210 bhp @ 2600 rpm
• DT 570 285 bhp @ 2200 rpm
1
Peak torque @ rpm
• DT 466 520 lbf•ft @ 1400 rpm
• DT 570 800 lbf•ft @ 1200 rpm
Engine rotation (facing ßywheel) Counterclockwise
Combustion system Direct injection turbocharged
Fuel system International® electro-hydraulic generation 2
injection
Total engine weight (dry without accessories)
• DT 466 671 kg (1,480 lbs)
• DT 570 and HT 570 708 kg (1,560 lbs)
Cooling system capacity (engine only) 12.8 L (13.5 qts US)
Lube system capacity (including Þlter) 28 L (30 qts US)
Lube system capacity (overhaul only, with Þlter) 34 L (36 qts US)
Firing order 1-5-3-6-2-4
1
Base rating shown. See Appendix A or B in this manual for additional ratings.
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10 1 ENGINE SYSTEMS
Engine Features
Standard Features Optional Features
Four valves per cylinder Air compressor
Dual timing sensors Power steering pump
Replaceable piston and sleeve conÞguration Front cover PTO access
Gerotor lube oil pump Engine Fuel Pressure (EFP) sensor
International® electro-hydraulic generation 2
Diamond Logic® engine brake
injection system
Variable Geometry Turbocharger (VGT) Diamond Logic® exhaust brake
Exhaust Gas Recirculation (EGR) Fuel heater
Water supply housing (Freon® compressor bracket) Oil pan heater
Alternator bracket Coolant heater assembly
Control modules
Water In Fuel (WIF) separation
Water In Fuel (WIF) sensor
Inlet Air Heater (IAH)
Standard Features The crankshaft (CKP) and camshaft (CMP) sensors

are used by the ECM and IDM to calculate rpm, fuel
DT 466, DT 570, and HT 570 are inline six cylinder
timing, fuel quantity, and duration of fuel injection.
engines (medium range). Engine displacements are
7.6 liters (466 cubic inches) for the DT 466 and 9.3 Two different types of pistons are used in the inline
liters (570 cubic inches) for the DT 570, and HT 570. engines:
The Þring order of the cylinders is 1–5–3–6–2–4.
• The DT 466 engine has one piece aluminum alloy
The cylinder head has four valves per cylinder for pistons.
improved air ßow. Each fuel Injector is centrally
• The DT 570 and HT 570 engines have two piece
located between the four valves and directs fuel
articulated pistons with a steel crown.
over the piston bowl for improved performance and
reduced emissions. The overhead valve train includes All pistons are mated to fractured cap joint connecting
mechanical roller lifters, push rods, rocker arms, and rods. Replaceable wet cylinder sleeves are used with
dual valves that open using a valve bridge. the pistons.
A one piece crankcase withstands high-pressure A gerotor lube oil pump, mounted to the front cover, is
loads during diesel operation. driven directly by the crankshaft. All engines use an
oil cooler and spin-on oil Þlter.
The lower end of the DT 570 and HT 570 engines (for
ratings above 300 hp) includes a crankcase ladder A low-pressure fuel supply pump draws fuel from the
designed to absorb additional loads generated by fuel tank through a fuel Þlter assembly that includes
increased horsepower. Seven main bearings support a strainer, Þlter element, primer pump, drain valves,
the crankshaft for DT 466, DT 570, and HT 570 and Water In Fuel (WIF) sensor. After Þltering, fuel is
engines. Fore and aft thrust are controlled at the rear pumped to the cylinder head fuel rail.
bearing. Four insert bushings support the camshaft.
The International® electro-hydraulic generation 2
The rear oil seal carrier is part of the ßywheel housing.
injection system includes a cast iron oil manifold, fuel
The open crankcase breather assembly uses a road
injectors, and a high-pressure oil pump.
draft tube to vent crankcase pressure and an oil
separator that returns oil to the crankcase.
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1 ENGINE SYSTEMS 11
The VGT has actuated vanes in the turbine housing. The front cover includes a mounting ßange for Power
The vanes modify ßow characteristics of exhaust Take Off (PTO) accessories. The air compressor drive
gases through the turbine housing. The beneÞt is the gear train, used with a spline adapter, provides power
ability to control boost pressure for various engine for front mounted PTO accessories.
speeds and load conditions. An additional beneÞt is
An optional Engine Fuel Pressure (EFP) sensor
lower emissions.
detects low pressure caused by high fuel Þlter
An EGR control valve regulates cooled exhaust restriction and sends a signal to the ECM; the ECM
gases entering the inlet air stream. Cool exhaust gas illuminates the amber FUEL FILTER lamp on the
increases engine tolerance for EGR, while reducing instrument panel.
smoke formed by gas dilution in the mixture. Three
The Diamond Logic® exhaust brake system uses only
EGR coolers are available depending on applications.
the VGT to restrict exhaust ßow for additional braking.
The water supply housing, which includes auxiliary The operator controls the exhaust brake for different
water connections, serves the dual function as the operating conditions.
Freon® compressor bracket.
The Diamond Logic® engine brake is new for medium
Three control modules monitor and control the range diesel engines. This compression braking
electronic engine systems: system uses a high-pressure rail assembly and the
VGT for additional braking. The operator controls the
• Diamond Logic® engine controller – Electronic
engine brake for different operating conditions.
Control Module (ECM)
The Inlet Air Heater (IAH) warms intake air entering
• Injector Drive Module (IDM)
the cylinder head.
• Exhaust Gas Recirculation (EGR) drive module
Water In Fuel (WIF) separation occurs when the Þlter Options for vehicles and applications used in cold
element repels water molecules and water collects climates include the following:
at the bottom of the element cavity in the fuel Þlter
• Oil pan heater
housing.
The oil pan heater warms engine oil in the pan and
A Water In Fuel (WIF) sensor in the element cavity
ensures oil ßow to the injectors.
of the fuel Þlter housing detects water. When enough
water accumulates in the element cavity, the WIF • Coolant heater
sensor signal changes to the Electronic Control
The coolant heater raises the temperature of
Module (ECM). The ECM sends a message to
coolant surrounding the cylinders for improved
illuminate the amber water and fuel lamp, alerting the
performance and fuel economy during start-up.
operator. A fuel drain valve handle on the housing can
be opened to drain water from the fuel Þlter housing. • Fuel heater
The fuel heater (a 300 watt element) in the base of
the fuel Þlter assembly heats the fuel for improved
Optional Features
performance.
An air compressor is available for applications
requiring air brakes or air suspension.
A hydraulic power steering pump can be used with or
without an air compressor.
EGES-270-1
12 1 ENGINE SYSTEMS
Engine Component Locations
Figure 3 Component location – top

1. Exhaust Back Pressure (EBP) 4. Exhaust emission label (location) 8. Inlet and EGR mixer duct
sensor 5. EGR cooler assembly 9. EGR control valve
2. Valve cover 6. Secondary air heater supply
3. Dearation port 7. Breather assembly
EGES-270-1
1 ENGINE SYSTEMS 13
Figure 4 Component location – front

1. Exhaust gas crossover (EGR 4. Fan drive pulley 9. Camshaft Position (CMP) sensor
cooler to EGR valve) 5. Engine mounting bracket (front) 10. Auto tensioner assembly (belt)
2. Water outlet tube assembly 6. Vibration damper 11. ECT sensor (location)
(thermostat outlet) 7. Water inlet elbow 12. Flat idler pulley assembly
3. Front cover (front half) 8. Water pump pulley
EGES-270-1
14 1 ENGINE SYSTEMS
Figure 5 Component location, electrical– left

1. Manifold Absolute Pressure 5. Valve cover gasket pass-through 6. ECM and IDM module assembly
(MAP) sensor connector 7. IAH relay
2. EGR control valve a. (Six) four wire connectors 8. Crankshaft Position (CKP)
3. Manifold Air Temperature (MAT) for fuel injectors sensor
sensor b. (One) three wire connector 9. EGR drive module
4. Inlet Air Heater (IAH) assembly for ICP sensor 10. Ground stud
c. Engine brake application – 11. Engine Oil Pressure (EOP)
(one) three wire connector sensor
for the BCP sensor and 12. Engine Oil Temperature (EOT)
(one) three wire connector sensor
for the brake shut-off valve.
EGES-270-1
1 ENGINE SYSTEMS 15
Figure 6 Component location, mechanical – left

1. Oil level gauge tube 7. Vent and drain tube assembly 13. Air compressor
2. High-pressure oil hose 8. Intake manifold 14. Oil supply line
3. Water drain valve (fuel) 9. Drain valve (fuel strainer) 15. Fuel primer pump assembly
4. Fuel Þlter header assembly 10. Coolant hose (supply) 16. Low-pressure fuel supply pump
5. Breather assembly 11. Power steering pump 17. High-pressure oil pump
6. Lifting eye 12. Oil pan assembly assembly
EGES-270-1
16 1 ENGINE SYSTEMS
Figure 7 Component location – right

1. EGR cooler return tube 7. Alternator bracket 13. Oil cooler
assembly 8. EGR cooler supply tube 14. Oil Þlter
2. Exhaust manifold assembly assembly 15. Turbo oil inlet tube (supply)
3. EGR cooler assembly 9. Crankcase
4. Variable Geometry Turbocharger 10. Secondary Þltration Þlter (early
(VGT) engines only)
5. Lifting eye 11. Turbocharger control module
6. Water supply housing (Freon® 12. Coolant drain plug (underneath
compressor bracket) location)
EGES-270-1
1 ENGINE SYSTEMS 17
Figure 8 Component location – rear

1. Valve cover 4. Cylinder head assembly 9. Flywheel or ßexplate assembly
2. Valve cover gasket with 5. Turbo oil inlet tube (supply)
pass-through connectors 6. Crankcase
3. EGR cooler return tube 7. Rear engine mount bracket (2)
assembly 8. Flywheel housing
EGES-270-1
18 1 ENGINE SYSTEMS
Engine Systems
Engine System Diagram
Figure 9 Engine systems
The primary engine systems are Air Management and • The Lube Oil System provides lubrication and
Fuel Management which share some subsystems or heat transfer for engine components.
have a subsystem that contributes to their operation.
• The ICP system uses lube oil for hydraulic ßuid to
• The Electronic Control system controls the Air actuate the fuel injectors and the optional engine
Management System and Fuel Management brake.
System.
• The Fuel Supply System pressurizes fuel for
• The Coolant System provides heat transfer for transfer to the fuel injectors.
crankcase and cylinder sleeves, cylinder head,
EGR gases, and lubrication oil.
EGES-270-1
1 ENGINE SYSTEMS 19
Air Management System

Air Management Components and Air Flow
Figure 10 Air Management System (AMS)

1. Intake air 8. EGR valve 13. EGR cooler
2. Exhaust gas 9. Manifold Air Temperature (MAT) 14. Exhaust gas crossover
3. Air Þlter assembly sensor 15. Variable Geometry Turbocharger
4. Charge Air Cooler (CAC) 10. Manifold Absolute Pressure (VGT)
5. Inlet and EGR mixer duct (MAP) sensor 16. Mufßer
6. Inlet Air Heater (IAH) assembly 11. Cylinder head 17. Exhaust Back Pressure (EBP)
7. Intake manifold 12. Exhaust manifold sensor
EGES-270-1
20 1 ENGINE SYSTEMS
The Air Management system includes the • The VGT compressor wheel, on the same shaft
following: as the turbine wheel, compresses the mixture of
Þltered air.
• Air Þlter assembly
The VGT responds directly to engine loads. During
• Chassis mounted Charged Air Cooler (CAC)
heavy load, an increased ßow of exhaust gases turns
• Variable Geometry Turbocharger (VGT) the turbine wheel faster. This increased speed turns
the compressor impeller faster and supplies more air
• Inlet Air Heater (IAH) assembly
or greater boost to the intake manifold. Conversely,
• Intake manifold when engine load is light, the ßow of exhaust gas
decreases and less air is directed into the intake
• Exhaust Gas Recirculation (EGR) system
manifold.
• Exhaust system
• Intake and EGR mixer duct
Charge Air Cooler (CAC)
• Diamond Logic® engine brake
• Catalytic converter– dependent on application
• Catalyzed Diesel Particulate Filter (CDPF) –
dependent on application
Air Flow
Air ßows through the air Þlter assembly and enters
the Variable Geometry Turbocharger (VGT). The
compressor in the VGT increases the pressure,
temperature, and density of the intake air before
it enters the Charge Air Cooler (CAC). Cooled
compressed air ßows from the CAC into the EGR
mixer duct.
• If the EGR control valve is open, exhaust gas will
mix with Þltered intake air and ßow into the intake Figure 11 Charge Air Cooler (typical)
manifold. 1. Air outlet
• If the EGR control valve is closed, only Þltered air 2. Charge Air Cooler (CAC)
will ßow into the intake manifold. 3. Air inlet
4. Radiator
After combustion, exhaust gas is forced through the
exhaust manifold to the EGR cooler and VGT.
• Some exhaust gas is cooled in the EGR cooler The CAC is mounted on top of the radiator. Air from
and ßows through the EGR control valve to the the turbocharger passes through a network of heat
EGR mixer duct. When exhaust gas mixes with exchanger tubes before entering the EGR mixer duct.
Þltered air, Nitrogen Oxide (NOx) emissions and Outside air ßowing over the tubes and Þns cools the
noise are reduced. charged air. Charged air is cooler and denser than
the uncooled air; cooler and denser air improves
• The rest of the exhaust gas ßows to the VGT, spins the fuel-to-air ratio during combustion, resulting in
and expands through the turbine wheel, varying improved emission control and power output.
boost pressure.
EGES-270-1
1 ENGINE SYSTEMS 21
Variable Geometry Turbocharger (VGT)
Figure 12 Variable Geometry Turbocharger (VGT)

1. Turbine outlet 5. Turbine inlet 9. Electrical connector and wire
2. Oil supply port 6. Turbine housing 10. Turbocharger control module
3. Compressor outlet 7. Oil drain port
4. Compressor housing 8. Compressor inlet
The Variable Geometry Turbocharger (VGT) has

actuated vanes in the turbine housing. The vanes
modify ßow characteristics of exhaust gases through
the turbine housing. The beneÞt is the ability to control
boost pressure for various engine speeds and load
conditions. An additional beneÞt is lower emissions.
EGES-270-1
22 1 ENGINE SYSTEMS
VGT Closed Loop System VGT Control
Figure 13 VGT closed loop system
The Variable Geometry Turbocharger (VGT) is a

closed loop system that uses the Exhaust Back
Pressure (EBP) sensor to provide feedback to the
ECM. The ECM uses the EBP sensor to continuously
monitor EBP and adjust the duty cycle to the VGT to
match engine requirements.
Figure 14 VGT control
The VGT actuator is a control module that contains

a microchip and a DC motor. The VGT actuator
is located below the turbocharger. The microchip
operates a DC motor which rotates a crank lever
controlling the vane position in the turbine housing.
The position of the vanes is based off the pulse-width
modulated signal sent from the ECM.
Actuated vanes are mounted around the inside
circumference of the turbine housing. A unison ring
links all the vanes. When the unison ring moves,
all vanes move to the same position. Unison ring
movement occurs when the crank lever in the control
module moves.
Exhaust gas ßow can be regulated depending on
required exhaust back pressure for engine speed
and load. As demand for EBP increases, the ECM
increases the pulse-width modulation to the VGT
control module. When EBP demand decreases, the
ECM decreases the duty cycle to the control module.
EGES-270-1
1 ENGINE SYSTEMS 23
Exhaust Gas Recirculation (EGR) System EGR Control Valve

The EGR system includes the following:
• EGR control valve
• EGR cooler
• Air intake manifold
• Inlet and EGR mixer duct
• Exhaust manifold
• Exhaust gas crossover
The Exhaust Gas Recirculation (EGR) system
reduces Nitrogen Oxide (NOx) emissions.
NOX forms during a reaction between nitrogen and
oxygen at high temperature during combustion.
Combustion starts when fuel is injected into the
cylinder before or slightly after the piston reaches
top-dead-center.
EGR Flow
Some exhaust from the exhaust manifold ßows into
the EGR cooler. Exhaust from the EGR cooler ßows
through the exhaust gas crossover to the EGR valve.
When EGR is commanded, the EGR control valve
opens allowing cooled exhaust gases to enter the
EGR mixer duct to be mixed with Þltered intake air.
Figure 15 EGR control valve

1. Connector
2. DC motor with position sensor
3. Valve assembly
The EGR valve uses a DC motor to control the position

of the valve assembly. The motor pushes directly
on the valve assembly. The valve assembly has two
valve heads on a common shaft.
The EGR actuator consists of three major
components, a valve, an actuator motor, and
Integrated Circuit (IC). The IC has three Hall effect
position sensors to monitor valve movement. The
EGES-270-1
24 1 ENGINE SYSTEMS
EGR actuator is located at the front of the engine on

the intake manifold.
EGR Closed Loop System and Control
Figure 17 EGR control
Exhaust System
The exhaust system includes the following:
• Exhaust valves
Figure 16 EGR closed loop operation with fault
management • Exhaust manifold
• Diamond Logic® engine brake
The EGR drive module controls the EGR actuator and • Variable Geometry Turbocharger (VGT)
is located on the left side of the engine on the ECM • Exhaust piping
and Injector Driver Module (IDM).
• Mufßer and catalytic converter – dependent on
The EGR drive module receives the desired EGR application
actuator position from the ECM across the CAN
2 datalink to activate the valve for exhaust gas • Catalyzed Diesel Particulate Filter (CDPF) –
recirculation. The EGR drive module provides dependent on application
feedback to the ECM on the valve position. The The exhaust system removes exhaust gases from
EGR drive module interprets the ECM command the engine. Exhaust gases exit from exhaust valves,
and sends the command using three pulse-width through exhaust ports, and ßow into the exhaust
modulated signals to the valve actuator. manifold. Expanding exhaust gases are directed
The system is closed loop control using the EGR through the exhaust manifold. The exhaust manifold
position signals. directs some exhaust gases into the Exhaust Gas
Recirculation (EGR) cooler. Exhaust gases ßowing
into the turbocharger drive the turbine wheel. Exhaust
gases exit the turbocharger and ßow into the exhaust
piping, through the mufßer and catalytic converter
or CDPF, depending on application, and out the
discharge pipe to the atmosphere.
EGES-270-1
1 ENGINE SYSTEMS 25
Fuel Management System

Fuel Management Components
Figure 18 Fuel management system
The fuel management system includes the following: • Fuel injectors

• Injection Control Pressure (ICP) system • Lubrication system
• Fuel supply system • Electronic control system
EGES-270-1
26 1 ENGINE SYSTEMS
Injection Control Pressure (ICP) System

Components and High-Pressure Oil Flow
Figure 19 Injection Control Pressure (ICP) system

1. High-pressure oil manifold 3. High-pressure pump assembly 6. High-pressure oil inlet (injector)
assembly 4. Oil inlet (lube oil) 7. Oil exhaust port (2)
2. Fuel injector 5. High-pressure oil hose 8. Fuel inlet (4)
EGES-270-1
1 ENGINE SYSTEMS 27
High-Pressure Oil Flow ICP System Control

The oil reservoir in the front cover provides a constant
supply of oil to a high-pressure oil pump mounted to
the backside of the front cover. Oil drawn from the oil
reservoir is constantly reÞlled by the engine lubrication
system.
The gear-driven, high-pressure oil pump delivers oil
through a high-pressure oil hose, through a cylinder
head passage into the high-pressure oil manifold
beneath the valve cover. The manifold distributes to
the top of each fuel injector.
When the OPEN coil for each injector is energized, the
injectors use high-pressure oil to inject and atomize
fuel in the combustion chambers. To end injection, the
CLOSE coils are energized. Exhaust oil exits through
two ports in the top of the fuel injectors, then drains
back to sump.
Injection Control Pressure (ICP) Closed Loop

System
Figure 21 ICP control
ICP Operation
The IPR solenoid receives a pulse-width modulated
signal from the ECM that indicates the on and off time
the control valve is energized. The pulse is calibrated
to control ICP pressure in a range from 5 MPa (725
psi) up to 28 MPa (4,075 psi). Maximum pressure
relief occurs at about 32 MPa (4,600 psi).
The IPR valve is mounted in the body of the
high-pressure pump. The IPR valve maintains
the desired ICP by dumping excess oil back to the
crankcase sump.
Figure 20 ICP closed loop system As demand for ICP increases, the ECM increases the
pulse-width modulation to the IPR solenoid. When
ICP demand decreases, the ECM decreases the duty
The ICP is a closed loop system that uses the ICP cycle to the solenoid, allowing more oil to ßow from the
sensor to provide feedback to the ECM. The ECM drain oriÞce.
uses the ICP sensor to continuously monitor injection The ECM sets Diagnostic Trouble Codes (DTCs),
control pressure and adjust the duty cycle of the IPR if the ICP electrical signal is out-of-range. DTCs
valve to match engine requirements. are also set if an ICP signal corresponds to an
out-of-range value for injection control pressure for a
given operating condition.
The ECM will ignore ICP signals that are out-of-range
and the IPR valve will operate from programmed
default values. This is called Open Loop operation.
EGES-270-1
28 1 ENGINE SYSTEMS
The ICP sensor is installed under the valve cover,

forward of the No. 6 fuel injector in the high-pressure
oil rail.
EGES-270-1
1 ENGINE SYSTEMS 29
Fuel Injectors
Figure 22 Fuel injector assembly

1. Exhaust port (oil) (2) 8. Needle 14. Fuel inlet check ball
2. Inlet port (oil) 9. Nozzle gasket 15. Fuel inlet (4)
3. Control valve body 10. Valve Opening Pressure (VOP) 16. Plunger
4. OPEN coil spring 17. Barrel
5. IntensiÞer piston spring 11. Lower O-ring 18. IntensiÞer piston
6. Upper O-ring 12. Reverse ßow check 19. CLOSE coil
7. Nozzle assembly 13. Edge Þlter 20. Spool valve (control valve)
EGES-270-1
30 1 ENGINE SYSTEMS
Fuel Injector Features Fill Stage

Two 48 volt 20 amp coils control a spool valve
that directs oil ßow in and out of the injector. The
injector coils are turned on for approximately 800
µs (microseconds or millionths of a second). Each
injector has a single four pin connector that couples
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 ßows into the
injector from the high-pressure oil rail.
• When the spool valve is closed oil exhausts from
the top of the fuel injector and drains back to the
crankcase.
IntensiÞer Piston and Plunger

When the spool valve is open, high-pressure oil
enters the injector pushing down the intensiÞer piston
and plunger. Since the intensiÞer piston is 7.1 times
greater in surface area than the plunger, the injection
pressure is also 7.1 times greater than ICP pressure
on the plunger.
Plunger and Barrel

Fuel pressure builds at the base of the plunger in
the barrel. When the intensiÞer piston pushes the
plunger down, the plunger increases fuel pressure in
the barrel 7.1 times greater than ICP. The plunger has
a diamond-like coating to resist scufÞng.
Injector Needle
The injector needle opens inward, off its seat when Figure 23 Fill stage
fuel pressure overcomes the Valve Opening Pressure
1. CLOSE coil (off)
(VOP) of 28 mPa (4,075 psi). Fuel is atomized at high
2. OPEN coil (off)
pressure through the nozzle tip.
3. Needle (seated)
4. Disk check (seated)
5. Fuel inlet (4)
Fuel Injector Operation
The injection operation has three stages:
During the Þll stage both coils are de-energized and
• Fill stage
the spool valve is closed. High-pressure oil from the
• Main injection high-pressure oil rail is deadheaded at the spool valve.
• End of main injection Low-pressure fuel Þlls the four ports and enters
through the edge Þlter on its way to the chamber
EGES-270-1
1 ENGINE SYSTEMS 31
beneath the plunger. The needle control spring holds Main Injection (Step 2)
the needle onto its seat to prevent fuel from entering
the combustion chamber.
Main Injection (Step 1)
Figure 25 Main injection (Step 2)

1. CLOSE coil (off)
2. OPEN coil (off)
Figure 24 Main injection (Step 1) 3. Needle (unseated – VOP)
1. CLOSE coil (off) 4. Fuel inlet check ball (seated)
2. OPEN coil (on)
3. Needle (seated)
4. Fuel inlet check ball (seated) The pulse-width controlled current to the OPEN coil
is shut off, but the spool valve remains open. High
pressure oil from high pressure oil rail continues to
A pulse-width controlled current energizes the OPEN ßow past the spool valve. The intensiÞer piston and
coil. Magnetic force moves the spool valve open. plunger continue to move and fuel pressure increases
High-pressure oil ßows past the spool valve and in the barrel. When fuel pressure rises above the VOP
onto the top of the intensiÞer piston. Oil pressure - about 28 MPa (4,075 psi) - the needle lifts of its seat
overcomes the force of the intensiÞer piston spring and injection begins.
and the intensiÞer 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.
EGES-270-1
32 1 ENGINE SYSTEMS
End of Main Injection (Step 1) End of Main Injection (Step 2)
Figure 26 End of main injection (Step 1) Figure 27 End of main injection (Step 2)
1. CLOSE coil (on)
1. CLOSE coil (off)
2. OPEN coil (off)
2. OPEN coil (off)
3. Needle (unseated / closing)
3. Needle (seated)
4. Check disk (seated)
The pulse-width controlled current to close the coil

When the Injector Drive Module (IDM) determines is shut off, but the spool valve remains closed. The
that the correct injector on-time has been reached intensiÞer piston and plunger return to their initial
(the correct amount of fuel has been delivered), the positions. Oil above the intensiÞer piston ßows past
IDM sends a pulse-width controlled current to the the spool valve through the exhaust ports. Fuel
CLOSE coil of the injector. The current energizes pressure decreases until the needle control spring
the CLOSE coil and magnetic force closes the spool forces the needle back onto its seat.
valve. High-pressure oil is deadheaded against the
spool valve.
EGES-270-1
1 ENGINE SYSTEMS 33
Fuel Supply System

Fuel System Components and Fuel Flow
Figure 28 Fuel supply system

1. Cylinder head assembly 6. Primer pump assembly 11. Fuel Þlter header assembly
2. Fuel injector 7. Water drain valve 12. Fuel line from tank
3. Low-pressure fuel rail 8. Drain valve (fuel) 13. Test Þtting
4. Transfer pump outlet tube 9. Transfer pump inlet tube 14. Fuel inlet (4)
assembly assembly
5. Transfer pump fuel supply pump 10. Fuel Þlter access cap
EGES-270-1
34 1 ENGINE SYSTEMS
Fuel Flow Schematic
Figure 29 Fuel ßow
The fuel Þlter housing includes the following • Water separator

components:
• Water In Fuel (WIF) sensor
• 150 micron fuel strainer
• Water drain valve
• 300 W fuel heating element (optional)
• Fuel pressure regulator
• Primer pump assembly
• Engine Fuel Pressure (EFP) sensor (optional)
• Fuel Þltering element
EGES-270-1
1 ENGINE SYSTEMS 35
Fuel Flow
4
23
5
19 20 21 22 6
18
8
17
16 9
15 14 10
11
12
13
H11049
Figure 30 Fuel Þlter assembly

1. Housing cover assembly 8. Fuel Þlter housing 16. Self tapping screw (4)
2. M12 port Þtting (factory Þll) 9. Plug assembly, M10 17. Cartridge check valve
3. O-ring seal 10. Fuel strainer 18. Retainer ring
4. Fuel Þlter element 11. Bowl O-ring seal 19. Primer pump assembly
5. O-ring seal 12. Fuel bowl (with heater option) 20. Bolt, M8 x 20 (2)
6. Fuel pressure regulator 13. Drain valve 21. Primer pump seal
assembly 14. Fitting assembly, Ǫ tube 22. Water In Fuel (WIF) sensor
7. Plug or EFP sensor (optional) 15. Water drain valve assembly 23. Stand pipe
EGES-270-1
36 1 ENGINE SYSTEMS
NOTE: Early fuel Þlter assemblies may have item 2 in A built-in fuel regulator valve, calibrated to open at
the location of item 9. Item 2 is used by the assembly about 414 - 482 kPa (60 - 70 psi), regulates and
plants as a fuel Þll. relieves excessive pressure. During idle and light
engine loads, when injector demand is low, most of
• If item 2 is installed on housing cover assembly, it
the fuel is recycled between the fuel Þlter housing
can be used to measure unÞltered fuel pressure.
and fuel pump. When engine demand increases,
• If item 2 is installed in item 9 location, it can be engine fuel consumption increases resulting in less
used to measure fuel inlet restriction. fuel recycling. Under heavy loads fuel ßows through
the Þlter with little or no recycling.
The low-pressure fuel supply pump draws fuel from
the fuel tank through a 150 micron strainer in the fuel Fuel is conditioned as it ßows through a main Þlter
Þlter assembly. and stand-pipe. The stand-pipe prevents fuel from
draining from the fuel rail during servicing.
An optional electric heating element in the fuel Þlter
housing warms incoming fuel to prevent waxing. An optional Engine Fuel Pressure (EFP) sensor
detects low pressure caused by high fuel Þlter
If water is in the fuel, the Þlter element repels water
restriction and sends a signal to the ECM. The ECM
molecules, water collects at the bottom of the element
illuminates the amber FUEL FILTER lamp on the
cavity in the fuel Þlter housing, and a Water In Fuel
instrument panel.
(WIF) sensor in the element cavity detects water in
the fuel. When enough water accumulates in the Fuel ßows from the fuel Þlter housing into the fuel rail,
element cavity, the WIF sensor signal changes to the through the fuel rail into six separate passages, one
Electronic Control Module (ECM). The ECM sends a for each injector.
message to illuminate the amber water and fuel lamp,
When the fuel injectors are activated, fuel ßows (from
alerting the operator. A fuel drain valve handle on the
fuel rail) into four inlets in each injector.
housing can be opened to drain contaminants (usually
water) from the fuel Þlter housing. Another drain valve
in the bottom of the housing drains strainer cavity.
EGES-270-1
1 ENGINE SYSTEMS 37
Engine Lubrication System

Lubrication System Components and Oil Flow
Figure 31 Lubrication system

1. UnÞltered oil 10. Variable Geometry Turbocharger 17. Crankshaft
2. Cooled unÞltered oil (VGT) 18. Piston cooling tube (6)
3. Filtered oil 11. Oil cooler 19. Main Þltered oil gallery
4. Secondary Þltration Þlter 12. Oil Þlter 20. Camshaft
(optional) 13. Oil cooler / Þlter header 21. Crankcase
5. Gerotor oil pump assembly 22. Vertical gallery
6. Front cover 14. Oil pressure regulator relief 23. Cylinder head
7. Reservoir for high-pressure oil valve 24. Valve cover
pump 15. Regulator relief valve drain to 25. Rocker arm assembly
8. Pick-up tube crankcase 26. Air compressor (optional)
9. UnÞltered oil gallery 16. Oil pan assembly
EGES-270-1
38 1 ENGINE SYSTEMS
Oil Flow Diagram
Figure 32 Lubrication system

1. Sump 6. Oil pressure regulator relief 9. To high-pressure oil system
2. Oil pump valve 10. Cam bearing
3. Secondary Þlter 7. Variable Geometry Turbocharger 11. Main bearings
4. Oil cooler (VGT) 12. Piston cooling tube (6)
5. Oil Þlter 8. Oil reservoir for high-pressure 13. Connecting rods
pump 14. Rocker arm shaft
The gerotor oil pump, driven by the engine crankshaft, outlet port in the front cover into the unÞltered oil
draws unÞltered oil from the oil pan through an oil gallery in the crankcase.
pick-up tube into the inlet port of the front cover.
The unÞltered oil gallery has one exit port to the
UnÞltered oil (under pressure) ßows through the
header of the oil cooler. The oil is then internally
EGES-270-1
1 ENGINE SYSTEMS 39
diverted to the oil cooler plate stack or by-passed into journals, that receive pressurized oil from the main
the oil cooler/Þlter module. bearings.
An oil temperature control valve, in the oil cooler/Þlter Camshaft journals are fed through passages drilled
header, senses inlet oil temperature. During engine vertically in the main bearing webs. Pressurized oil
start-up, when the oil is cold, the oil temperature from the main gallery, through piston cooling tubes,
control valve allows unÞltered oil to bypass the oil lubricates and cools the pistons.
cooler plate stack. When the unÞltered oil reaches
Valve rocker arms are lubricated through an annulus
engine operating temperature, the oil temperature
on the outside of the rear camshaft bushing. The oil
control valve routes unÞltered oil to the oil cooler. Oil
passes up and through the vertical gallery in the rear
ßows through both the oil cooler core and bypass
of the crankcase, through a passage in the cylinder
gallery when the valve is partially open.
head. Oil continues through rocker arm shaft pedestal
UnÞltered oil at full ßow moves through plates in the and into the rocker arm shaft. Oil continues ßowing
oil cooler. Engine coolant ßows through the plates to through drillings in the rocker arm shaft to the rocker
cool the surrounding oil. arms. The oil then drains to the oil pan sump through
push rod holes.
The cooled, unÞltered oil leaving the oil cooler stack
mixes with the uncooled, unÞltered oil (that bypassed Filtered oil from the main gallery ßows up through a
the oil cooler). The oil mixture ßows through the oil passage in the front of the crankcase and front cover
Þlter (from element outside to element inside). The into the oil reservoir for the high-pressure oil pump.
oil Þlter bypass valve in the header ensures full ßow
The turbocharger receives Þltered oil through an
of oil to the engine should the Þlter element become
external tube connected to the oil cooler header.
plugged. Oil bypass occurs within the module when
Oil drains back to the oil pan sump through a tube
differential Þlter pressure reaches 345 kPa (50 psi).
connected to the crankcase.
Cooled, Þltered oil ßows to and past the oil pressure
The air compressor (if equipped) receives Þltered oil
regulator relief valve, in the oil cooler module. The oil
from the main oil gallery through an external tube
pressure regulator valve maintains correct operating
connected to the left side of the crankcase. Oil drains
oil pressure.
to the front cover and back to the oil pan.
The pressure regulator valve opens at 379 kPa
The front gear train is splash lubricated with oil
(55 psi) and dumps excess oil into the crankcase.
draining from the high-pressure reservoir and the air
The Þltered oil continues to the main oil gallery for
compressor (if equipped).
distribution throughout the engine.
Connecting rod bearings are fed through drilled
passages in the crankshaft from main journals to rod
EGES-270-1
40 1 ENGINE SYSTEMS
Cooling System
Cooling System Components and Coolant Flow
Figure 33 Engine cooling system

1. Cylinder head assembly 8. EGR cooler assembly 16. Water supply from front cover to
2. Water outlet tube assembly 9. Water outlet from crankcase to crankcase
(thermostat outlet) front cover 17. Water pump impeller assembly
3. Thermostat assembly 10. Crankcase 18. Front cover
4. Air compressor 11. Water inlet to crankcase 19. Water inlet elbow
5. Water return from cylinder head 12. EGR cooler supply tube
to crankcase 13. Oil module assembly
6. Cylinder sleeve 14. Oil cooler tube
7. EGR cooler return tube 15. Water inlet to front cover and
assembly water pump
EGES-270-1
1 ENGINE SYSTEMS 41
Cooling System Flow The EGR cooler receives coolant from the front cover.
Coolant ßows from the front of the cooler and exits the
The cooling system keeps the engine within
rear of the cooler into the rear of the cylinder head. A
a designated temperature range. The major
deaeration port is on top of the EGR cooler.
components of the cooling system include the
following:
Thermostat Operation
• Radiator and fan combination (chassis
The thermostat has two outlets. One directs coolant
components)
to the radiator when the engine is at operating
• Water pump assembly temperature. The other directs coolant to the water
pump until the engine reaches operating temperature.
• Thermostat assembly
The thermostat begins to open at 88 °C (190 °F) and
• Oil system module assembly is fully open at 96 °C (205 °F).
• EGR cooler assembly
A belt-driven centrifugal water pump is set into
the front cover. The front cover has three related
passages. One passage channels coolant from the
water pump to the crankcase, the second returns
coolant to the water pump, and the third (a bypass)
channels coolant back to the water pump when the
thermostat is closed.
Incoming coolant ßows from the bottom of the radiator
through a water inlet elbow to the front cover and water
pump. Coolant is pumped to the crankcase through a
passage in the front cover and crankcase.
Water jackets in the crankcase direct coolant from
front to rear, distributing coolant evenly to the lower
sections of the cylinder sleeves. Coolant ßow is
directed tangent to each cylinder sleeve, causing a
swirling motion up to the cylinder head. The swirling
action improves heat absorption.
Coolant ßows from the cylinder sleeve areas in three
ways:
• Coolant ßows into the oil system module
assembly through the right side of the crankcase, Figure 34 Thermostat closed
passes through the oil system module, and
returns through a tube to the front cover. 1. Coolant ßow to heater port
2. Coolant in from engine
• Coolant is routed through hoses to and from the 3. Bypass to water pump
air compressor on the left side of the crankcase.
• Coolant exits the crankcase at the upper end
of each cylinder sleeve bore and is distributed When engine coolant is below the 88 °C (190 °F)
evenly through metering holes in the cylinder the thermostat is closed, blocking ßow to the radiator.
head gasket. Coolant then ßows through the Coolant is forced to ßow through a bypass port back
cylinder head (back to front) to the thermostat. to the water pump.
EGES-270-1
42 1 ENGINE SYSTEMS
When coolant temperature reaches the nominal

opening temperature (88 °C [190 °F]) the thermostat
opens allowing some coolant to ßow to the radiator.
When coolant temperature exceeds 96 °C (205 °F),
the lower seat blocks the bypass port directing full
coolant ßow to the radiator.
Figure 35 Thermostat open

1. Coolant out to radiator
2. Coolant ßow to heater port
3. Coolant in from engine
EGES-270-1
1 ENGINE SYSTEMS 43
Electronic Control System

Electronic Control System Components
Figure 36 Electronic Control System
Operation and Function 1. Voltage reference(VREF)

The Electronic Control Module (ECM) monitors and The ECM supplies a 5 volt VREF signal to input sensors
controls engine performance to ensure maximum in the electronic control system. By comparing
performance and adherence to emissions standards. the 5 volt VREF signal sent to the sensors with their
The ECM has four primary functions: respective returned signals, the ECM determines
pressures, positions, and other variables important to
1. Provides Reference Voltage (VREF)
engine and vehicle functions.
2. Conditions input signals
The ECM supplies two independent circuits for VREF:
3. Processes and stores control strategies
• VREF A supplies 5 volts to engine sensors
4. Controls actuators
• VREF B supplies 5 volts to vehicle sensors
EGES-270-1
44 1 ENGINE SYSTEMS
2. Signal conditioner RAM

The signal conditioner in the internal microprocessor RAM stores temporary information for current engine
converts analog signals to digital signals, squares up conditions. Temporary information in RAM is lost
sine wave signals, or ampliÞes low intensity signals to when the ignition switch is turned to OFF or when
a level that the ECM microprocessor can process. ECM power is interrupted. RAM information includes
the following:
3. Microprocessor
• Engine temperature
The ECM microprocessor stores operating
• Engine rpm
instructions (control strategies) and value tables
(calibration parameters). The ECM compares stored • Accelerator pedal position
instructions and values with conditioned input values
to determine the correct operating strategy for all 4. Actuator control
engine operations.
The ECM controls the actuators by applying a low
Continuous calculations in the ECM occur at level signal (low side driver) or a high level signal (high
two different levels or speeds: Foreground and side driver). When switched on, the drivers complete
Background. a ground or power circuit to an actuator.
• Foreground calculations are much faster than Actuators are controlled in three ways, determined by
background calculations and are normally more the kind of actuator.
critical for engine operation. Engine speed control
• A duty cycle (percent time on/off)
is an example.
• A controlled pulse-width
• Background calculations are normally variables
that change at slower rates. Engine temperature • Switched on or off
is an example.
Diagnostic Trouble Codes (DTCs) are generated by
ECM Control of Engine Operation
the microprocessor, if inputs or conditions do not
comply with expected values. The ECM controls engine operation with the following:
Diagnostic strategies are also programmed into the • Variable Geometry Turbocharger (VGT) control
ECM. Some strategies monitor inputs continuously module
and command the necessary outputs to achieve the
• EGR drive module and control valve
correct performance of the engine.
• Diamond Logic® engine brake (brake shut-off
Microprocessor Memory valve)
The ECM microprocessor includes Read Only • IPR valve
Memory (ROM) and Random Access Memory (RAM).
• Inlet Air Heater (IAH) assembly
ROM
Variable Geometry Turbocharger (VGT) Control
ROM stores permanent information for calibration Module
tables and operating strategies. Permanently stored
The VGT control module controls vane position in
information cannot be changed or lost by turning
the turbine housing. Vane position is controlled by
the ignition switch to OFF or when ECM power is
a switching voltage source in the ECM. The ground
interrupted. ROM includes the following:
circuit is supplied directly from the battery ground at
• Vehicle conÞguration, modes of operation, and all times.
options
The actuator control is set by a pulse-width modulated
• Engine Family Rating Code (EFRC) signal in response to engine speed, desired fuel
quantity, boost or exhaust back pressure and altitude.
• Engine warning and protection modes
EGES-270-1
1 ENGINE SYSTEMS 45
Exhaust Gas Recirculation (EGR) Control Valve Injection Drive Module (IDM)
The EGR valve controls the ßow of exhaust gases into
the inlet and EGR mixer duct.
The EGR drive module controls the EGR actuator.
The EGR drive module receives the desired EGR
actuator position from the ECM across the CAN
2 datalink to activate the valve for exhaust gas
recirculation. The EGR drive module provides
feedback to the ECM on the valve position.
The EGR drive module constantly monitors the EGR
actuator. When an EGR control error is detected, the
EGR drive module sends a message to the ECM and
a DTC is set.
Brake Shut-off Valve

The brake shut-off valve controls pressure in the oil
gallery of the high-pressure oil rail. When the engine
brake is activated, the ECM provides power to activate
the brake shut-off valve to allow oil from the injector
oil gallery to ßow to the brake oil gallery. High oil
pressure activates the brake actuator pistons to open
the exhaust valves.
Injection Pressure Regulator (IPR) Figure 37 Injection Drive Module (IDM)
The IPR valve controls pressure in the Injection 1. Camshaft with peg
Control Pressure (ICP) system. The IPR valve is a 2. Camshaft Position (CMP) signal
variable position valve controlled by the ECM. This 3. Crankshaft position sensor timing disk
regulated pressure actuates the fuel injectors. The 4. Crankshaft Position (CKP) signal
valve position is controlled by switching the ground 5. Electronic Control Module (ECM)
circuit in the ECM. The voltage source is supplied by 6. Camshaft Position Output (CMPO) signal
the ignition switch. 7. Crankshaft Position Output (CKPO) signal
8. Controller Area Network (CAN 2) communication
Inlet Air Heater (IAH) 9. Injection Drive Module (IDM)
10. Fuel injectors
The IAH system warms the incoming air supply prior to
cranking to aid cold engine starting and reduce white
smoke during warm-up. The IDM has three functions:
The ECM is programmed to energize the IAH • Electronic distributor for injectors
elements through the IAH relays while monitoring
certain programmed conditions for engine coolant • Power source for injectors
temperature, engine oil temperature, and atmospheric • IDM and injector diagnostics
pressure.
Electronic Distributor for Injectors
The IDM distributes current to the injectors. The IDM
controls fueling to the engine by sending high voltage
pulses to the OPEN and CLOSE coils of the injector.
The IDM uses information from the ECM to determine
the timing and quantity of fuel for each injector.
EGES-270-1
46 1 ENGINE SYSTEMS
The ECM uses CMP and CKP input signals to driver supplies a return circuit to the IDM for each
calculate engine speed and position. The ECM injector coil (open and close). The high side driver
conditions both input signals and supplies the IDM controls the power supply to the injector. During each
with CMP and CKP output signals. The IDM uses injection event, the low and high side drivers are
CMP and CKP output signals to determine the correct switched on and off for each coil.
sequence for injector Þring.
IDM and Injector Diagnostics
The ECM sends information (fuel volume, EOT, and
ICP) through the CAN 2 datalink to the IDM; the IDM The IDM determines if an injector is drawing enough
uses this information to calculate the injection cycle. current. The IDM sends a fault to the ECM, indicating
potential problems in the wiring harness or injector,
Injector Power Source and the ECM will set a DTC. The IDM also does
self-diagnostic checks and sets a DTC to indicate
The IDM creates a constant 48 volt (DC) supply to
failure of the IDM.
all injectors by making and breaking a 12 volt source
across a coil in the IDM. The 48 volts created by the On demand tests can be done using the Electronic
collapsed Þeld is stored in capacitors until used by the Service Tool (EST). The EST sends a request to the
injectors. ECM and the ECM sends a request to the IDM to do
a test. Some tests generate a DTC when a problem
The IDM controls when the injector is turned on and
exists. Other tests require the technician to evaluate
how long the injector is active. The IDM Þrst energizes
parameters, if a problem exists.
the OPEN coil, then the CLOSE coil. The low side
EGES-270-1
1 ENGINE SYSTEMS 47
Engine and Vehicle Sensors
Figure 38 Engine and vehicle sensors

1. Electronic Control Module 8. Camshaft Position (CMP) 14. Driveline Disengagement Switch
(ECM) 9. Vehicle Speed Sensor (VSS) (DDS)
2. Engine Oil Temperature (EOT) 10. Barometric Absolute Pressure 15. Manifold Absolute Pressure
3. Engine Coolant Temperature (BAP) (MAP)
(ECT) 11. Accelerator Position Sensor 16. Brake Control Pressure (BCP)
4. Manifold Air Temperature (MAT) (APS) 17. Engine Oil Pressure (EOP)
5. Intake Air Temperature (IAT) 12. Exhaust Gas Recirculation valve 18. Engine Fuel Pressure (EFP)
6. Water In Fuel (WIF) Position (EGRP) 19. Injection Control Pressure (ICP)
7. Crankshaft Position (CKP) 13. Engine Coolant Level (ECL) 20. Exhaust Back Pressure (EBP)
EGES-270-1
48 1 ENGINE SYSTEMS
supply housing (Freon® compressor bracket), right of

the ßat idler pulley assembly.
Engine Oil Temperature (EOT)

The ECM monitors the EOT signal to control fuel
quantity and timing when operating the engine. The
EOT signal allows the ECM and IDM to compensate
for differences in oil viscosity for temperature
changes. This ensures that power and torque
are available for all operating conditions. The EOT
sensor is installed in the rear of the front cover, left of
the high-pressure oil pump assembly.
Intake Air Temperature (IAT)

Figure 39 Thermistor
The ECM monitors the IAT signal to control timing and
1. Temperature sensor fuel rate during cold starts. The IAT sensor is chassis
2. Electronic Control Module (ECM) mounted on the air Þlter housing.
3. Microprocessor
4. Voltage reference (VREF) Manifold Air Temperature (MAT)
5. Ground
The ECM monitors the MAT signal for EGR operation.
The MAT sensor is installed right of the MAP sensor
Thermistors in the intake manifold.
• ECT
• EOT
• IAT
• MAT
A thermistor sensor changes its electrical resistance
with changes in temperature. Resistance in the
thermistor decreases as temperature increases, and
increases as temperature decreases. Thermistors
work with a resistor that limits current in the ECM to
form a voltage signal matched with a temperature
value.
The top half of the voltage divider is the current limiting
resistor inside the ECM. A thermistor sensor has two Figure 40 Variable capacitance sensor
electrical connectors, signal return and ground. The 1. Pressure sensor
output of a thermistor sensor is a nonlinear analog 2. Electronic Control Module (ECM)
signal. 3. Ground
4. Microprocessor
Engine Coolant Temperature (ECT) 5. Voltage reference (VREF)
The ECM monitors the ECT signal and uses this
information for the instrument panel temperature Variable Capacitance Sensors
gauge, coolant compensation, Engine Warning
Protection System (EWPS), and inlet air heater • BAP
operation. The ECT is a backup, if the EOT is • MAP
out-of-range. The ECT sensor is installed in the water
• EBP
EGES-270-1
1 ENGINE SYSTEMS 49
• EFP Turbocharger (VGT). The EBP sensor is installed

in a bracket mounted on the water supply housing
• EOP
(Freon® compressor bracket).
Variable capacitance sensors measure pressure. The
pressure measured is applied to a ceramic material. Engine Fuel Pressure (EFP)
The pressure forces the ceramic material closer to a
The ECM uses the EFP sensor signal to monitor
thin metal disk. This action changes the capacitance
engine fuel pressure and give an indication when
of the sensor.
the fuel Þlter needs to be changed. The EFP sensor
The sensor is connected to the ECM by three wires: is installed in the rear of the fuel Þlter assembly
(crankcase side).
• VREF
• Signal return
• Signal ground
The sensor receives the VREF and returns an analog
signal voltage to the ECM. The ECM compares the
voltage with pre-programmed values to determine
pressure.
The operational range of a variable capacitance
sensor is linked to the thickness of the ceramic disk.
The thicker the ceramic disk the more pressure the
sensor can measure.
Barometric Absolute Pressure (BAP)

Figure 41 Micro Strain Gauge sensor
The ECM monitors the BAP signal to determine
1. Pressure sensor
altitude, adjust timing, fuel quantity, and inlet air
2. Electronic Control Module (ECM)
heater operation. The BAP sensor is located in the
3. Ground
cab.
4. Microprocessor
5. Voltage reference (VREF)
Manifold Absolute Pressure (MAP)
The ECM monitors the MAP signal to determine intake
manifold pressure (boost). This information is used Micro Strain Gauge (MSG) Sensors
to control fuel rate and injection timing. The MAP
• BCP
sensor is installed left of the MAT sensor in the intake
manifold. • ICP
A Micro Strain Gauge (MSG) sensor measures
Engine Oil Pressure (EOP)
pressure. Pressure to be measured exerts force on
The ECM monitors the EOP signal, and uses this a pressure vessel that stretches and compresses
information for the instrument panel pressure gauge to change resistance of strain gauges bonded to
and EWPS. The EOP sensor is installed in the left the surface of the pressure vessel. Internal sensor
side of the crankcase below and left of the fuel Þlter electronics convert the changes in resistance to a
housing. ratiometric voltage output.
The sensor is connected to the ECM by three wires:
Exhaust Back Pressure (EBP)
• VREF
The EBP sensor measures exhaust back pressure
so that the ECM can control the VGT and EGR • Signal return
systems. The sensor provides feedback to the ECM
• Signal ground
for closed loop control of the Variable Geometry
EGES-270-1
50 1 ENGINE SYSTEMS
The sensor receives the VREF and returns an analog

signal voltage to the ECM. The ECM compares the
voltage with pre-programmed values to determine
pressure.
Brake Control Pressure (BCP)

The ECM monitors the BCP signal to determine the oil
pressure in the brake gallery of the high-pressure oil
rail. The BCP sensor is under the valve cover, forward
of the No. 2 fuel injector in the high-pressure oil rail.
Injection Control Pressure (ICP)

The ECM monitors the ICP signal to determine the
injection control pressure for engine operation. The
ICP signal is used to control the IPR valve. The ICP
sensor provides feedback to the ECM for Closed Loop
ICP control. The ICP sensor is under the valve cover,
forward of the No. 6 fuel injector in the high-pressure
oil rail.
Figure 42 Magnetic pickups

1. Crankshaft Position (CKP) signal
2. Crankshaft position sensor timing disk
3. Crankshaft Position (CKP) sensor
4. Camshaft position (CMP) signal
5. Camshaft with peg
6. Camshaft position (CMP) sensor
7. Vehicle speed signal
9. Vehicle Speed Sensor (VSS)
Magnetic Pickup Sensors

• CKP
• CMP
• VSS
A magnetic pickup sensor generates an alternating
frequency that indicates speed. Magnetic pickups
have a two wire connection for signal and ground.
This sensor has a permanent magnetic core
surrounded by a wire coil. The signal frequency
is generated by the rotation of gear teeth that disturb
the magnetic Þeld.
EGES-270-1
1 ENGINE SYSTEMS 51
Crankshaft Position (CKP)

The CKP sensor provides the ECM with a signal
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 is installed in the top left side
of the ßywheel housing.
NOTE: This long CKP sensor, used with
International® DT 466, DT 570, and HT 570
diesel engines, is the Camshaft Position (CMP)
sensor used with other International® diesel engines.
Camshaft Position (CMP)

The CMP sensor provides the ECM with a signal that
indicates camshaft position. As the cam rotates, the
sensor identiÞes the position of the cam by locating
a peg on the cam. The CMP is installed in the front
Figure 43 Potentiometer
cover, above and to the right of the water pump pulley.
1. Ground
NOTE: This short CMP sensor, used with
International® DT 466, DT 570, and HT 570 diesel
3. Microprocessor
engines, is the Crankshaft Position (CKP) sensor
4. Voltage reference (VREF)
used with other International® diesel engines.
5. Accelerator Position Sensor (APS)
Vehicle Speed Sensor (VSS)

The VSS provides the ECM with transmission tail shaft Potentiometers
speed by sensing the rotation of a 16 tooth gear on
• APS
the rear of the transmission. The detected sine wave
signal (AC), received by the ECM, is used with tire size A potentiometer is a variable voltage divider that
and axle ratio to calculate vehicle speed. The VSS is senses the position of a mechanical component.
on left side of the transmission. A reference voltage is applied to one end of the
potentiometer. Mechanical rotary or linear motion
moves the wiper along the resistance material,
changing voltage at each point along the resistive
material. Voltage is proportional to the amount of
mechanical movement.
Accelerator Position Sensor (APS)

The APS provides the ECM with a feedback signal
(linear analog voltage) that indicates the operator’s
demand for power. The APS is mounted in the
accelerator pedal.
EGES-270-1
52 1 ENGINE SYSTEMS
closed, causing a zero voltage signal. Grounding

switches are usually installed in series with a current
limiting resistor.
Driveline Disengagement Switch (DDS)

The DDS determines if a vehicle is in gear. For
manual transmissions, the clutch switch serves as
the DDS. For automatic transmissions, the neutral
indicator switch or datalink communication functions
as the DDS.
Engine Coolant Level (ECL)

ECL is part of the Engine Warning Protection System
Figure 44 Switch (EWPS). The ECL switch is used in plastic deaeration
tanks. When a magnetic switch is open, the tank is
1. Accelerator pedal
full.
2. Idle Validation Switch (IVS)
3. Voltage source with current limiting resistor If engine coolant is low, the red ENGINE lamp on the
4. Microprocessor instrument panel is illuminated.
5. ECM
6. Ground Idle Validation Switch (IVS)
The IVS is a redundant switch that provides the ECM
with a signal that veriÞes when the APS is in the idle
Switches
position.
• DDS
Water In Fuel (WIF)
• ECL
A Water In Fuel (WIF) sensor in the element cavity
• IVS
of the fuel Þlter housing detects water. When enough
• WIF water accumulates in the element cavity, the WIF
sensor signal changes to the Electronic Control
Switch sensors indicate position, level, or status.
Module (ECM). The ECM sends a message to
They operate open or closed, allowing or preventing
illuminate the amber water and fuel lamp, alerting the
the ßow of current. A switch sensor can be a voltage
operator. The WIF is installed in the base of the fuel
input switch or a grounding switch. A voltage input
Þlter housing.
switch supplies the ECM with a voltage when it is
closed. A grounding switch grounds the circuit when
EGES-270-1
1 ENGINE SYSTEMS 53
Diamond Logic® Engine Brake

Engine Brake Components
Figure 45 Diamond Logic® engine brake – system

1. ECM 5. Brake shut-off valve assembly 8. Variable Geometry Turbocharger
2. Brake pressure relief valve 6. Injection Control Pressure (ICP) (VGT)
3. High-pressure oil rail sensor 9. VGT control module
4. Brake Control Pressure (BCP) 7. Front of engine
sensor
The Diamond Logic® engine brake, a compression • Compatibility with cruise control system
release brake system, provides the following:
• Lower operating cost and longer service life for
• SigniÞcant noise reduction brake shoes
• Improved engine braking The Diamond Logic® engine brake is available for
all engine displacements. The operator can select
• High durability
one of three brake settings, depending on terrain and
EGES-270-1
54 1 ENGINE SYSTEMS
driving conditions. See vehicle Operator’s Manual for Engine Brake Control
complete operating instructions.
Engine Brake Concept

The engine brake system retards vehicle speed
during deceleration or braking. During deceleration
and braking, the vehicle wheels drive the engine; the
engine acts as an energy absorber.
Engine Brake Operation

To absorb energy, the Diamond Logic® engine brake
combines bleeding off compressed intake air, VGT
controlling exhaust back pressure, and vehicle driven
piston movement.
• Energy is absorbed during the compression
stroke, when intake air is compressed and forced
through a slightly open exhaust valve, providing Figure 46 High-pressure oil rail
compressed air ßow to the VGT.
1. High-pressure oil rail
• VGT turbine vanes create the desired energy 2. ICP sensor
absorbing, back pressure and intake boost. 3. Brake shut-off valve assembly
• At the top of the compression stroke energy 4. BCP sensor
dissipates, pressure to force the piston down is 5. Brake pressure relief valve
eliminated, and energy is absorbed by the vehicle 6. Front of engine
drive pulling the piston down.
The high-pressure oil rail uses high-pressure oil from

the injection control pressure system to open exhaust
valves.
EGES-270-1
1 ENGINE SYSTEMS 55
Figure 47 Brake shut-off valve and brake actuator– OFF

1. High-pressure oil rail 4. Brake shut-off valve assembly 7. Valve lash (actuator retracted)
2. Injector 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 rail, is closed to prevent oil from entering the brake
high-pressure rail goes to the fuel injectors only. A gallery.
brake shut-off valve, mounted in the high-pressure oil
EGES-270-1
56 1 ENGINE SYSTEMS
Operation of Diamond Logic® Engine Brake in

Braking Mode
Figure 48 Brake shut-off valve and brake actuator– ON

1. High-pressure oil rail 4. Brake shut-off valve assembly 8. Normal oil seepage
2. High-pressure oil ßow 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 If On is selected, and the preceding criteria is met, the
certain conditions are met. engine brake will activate.
• ABS (inactive) When the engine brake is activated, the ECM provides
the power to activate the brake shut-off valve to allow
• RPM (greater than 1200)
oil from the injector oil gallery to ßow to the brake oil
• APS (less than 5%) gallery. High oil pressure activates the brake actuator
pistons to open the exhaust valves.
• Idle validation
During an ABS event, the engine brake is deactivated.
• EOT (greater than or equal to 60 °C [140 °C])
The engine brake is activated once the ABS event is
• Operator input switches (On/Off) (power selection over.
– Low, Med, High)
EGES-270-1
1 ENGINE SYSTEMS 57
The ECM removes the power source from the

brake shut-off valve to deactivate the engine brake.
Residual brake gallery pressure initially bleeds from
the actuator bore. When brake gallery pressure
bleeds down to 6895 kPa (1000 psi), the brake
pressure relief valve opens, and oil drains back to
sump.
Figure 49 Brake pressure relief valve in

high-pressure oil rail
1. Front of engine
2. Brake pressure relief valve
EGES-270-1
58 1 ENGINE SYSTEMS
EGES-270-1
2 ENGINE AND VEHICLE FEATURES 59
Table of Contents
Standard Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . .61

Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .61
American Trucking Association (ATA) Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .61
Event Logging System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .61
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Inlet Air Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . .61
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .61
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Coolant Temperature Compensation (Engine Over Temperature Protection System). . . . . . . . . . . .62
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .62
Change Engine Oil Interval Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

Road Speed Limiting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .62
Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .62
Engine Fuel Pressure (EFP) Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .63
Diamond Logic® Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Diamond Logic® Exhaust Brake. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Coolant Temperature Compensation and EWPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .64
Electronic Fan (EFAN). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Radiator Shutter Enable (RSE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .64
EGES-270-1
60 2 ENGINE AND VEHICLE FEATURES
EGES-270-1
Standard Features Electronic Speedometer and Tachometer

Electronic Governor Control The engine control system calibrates vehicle speed up
to 157,157 pulses per mile. The new speed calibration
International® engines are electronically controlled for
information must be programmed with an EST.
all operating ranges.
The tachometer signal is generated by the ECM
by computing signals for the Camshaft Position
American Trucking Association (ATA) Datalink (CMP) sensor and Crankshaft Position (CKP)
sensor. Calculations for each sensor are sent to
Vehicles are equipped with the ATA datalink connector
the instrument panel through the Drivetrain Datalink
for communication between the Electronic Control
(CAN 1) and to the EST through the ATA datalink.
Module (ECM) and the Electronic Service Tool (EST).
The ATA datalink supports:
Inlet Air Heater
• Transmission of engine parameter data.
The inlet air heater feature improves engine start-up
• Transmission and clearing of Diagnostic Trouble in cold weather. The ECM controls the intake air
Codes (DTCs). heater and monitors the engine temperature. When
the engine is ready for cranking, the ECM sends a
• Diagnostics and troubleshooting.
message to shut off the WAIT TO START lamp.
• Programming performance parameter values.
For additional information, see “IAH System” in
• Programming engine and vehicle features. Section 7 (page 444).
• Programming calibrations and strategies in the
ECM and Injector Drive Module (IDM). Fast Idle Advance
For additional information, see “ATA Datalink” in Fast idle advance increases engine idle speed
Section 7 (page 309). up to 750 rpm for faster warm-up to operating
temperature. This occurs by the ECM monitoring
the EOT sensor input and adjusting the fuel injector
Service Diagnostics operation accordingly.
The EST provides diagnostic information using Low idle speed is increased proportionally when the
the ATA datalink. The recommended EST is engine oil temperature is between 15 °C (59 °F) at
the EZ-Tech® with MasterDiagnostics® software 700 rpm to below -10 °C (14 °F) at 750 rpm.
provided by International®.
Faults from sensors, actuators, electronic Cold Ambient Protection (CAP)
components, and engine systems are detected by
CAP protects the engine from damage caused by
the ECM and sent to the EST as DTCs. Effective
prolonged idle at no load during cold weather. CAP
engine diagnostics require and rely on DTCs.
also improves cab warm-up.
CAP maintains engine coolant temperature by
Event Logging System increasing the engine rpm to a programmed value
when the ambient air temperature is at or below 0 °C
The event logging system records engine operation
(32 °F) and the engine coolant temperature is below
above maximum rpm (overspeed), high coolant
65 °C (149 °F) while the engine has been idling with
temperature, low coolant level, or low oil pressure.
no load for more than 5 minutes.
The readings for the odometer and hourmeter are
stored in the ECM memory at the time of an event CAP is standard on trucks without an Idle Shutdown
and can be retrieved using the EST. Timer (IST).
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Coolant Temperature Compensation (Engine Engine Crank Inhibit (ECI)

Over Temperature Protection System)
ECI will not allow the starting motor to crank when
the engine is running or the automatic transmission
is in gear. ECI is an optional system for vehicles with
manual transmissions.
For additional information, see “ECI System” in
Section 7 (page 366).
Change Engine Oil Interval Message

The change engine oil interval message can be
programmed with the EST for mileage, hours, or
amount of fuel used. The change oil message
timer can be reset using the CRUISE ON and
RESUME/ACCEL switches or EST.
Optional Features
Road Speed Limiting
Road speed limiting limits the speed to the maximum
Figure 50 Coolant Temperature Compensation vehicle speed programmed by the customer.
Cruise Control
Coolant temperature compensation reduces fuel
delivery if the engine coolant temperature is above The ECM controls the cruise control feature. The
the cooling system speciÞcations. cruise control system functions similarly for all
electronic engines. Maximum and minimum allowable
Before standard engine warning or optional
cruise control speeds will vary based on model. To
warning/protection systems engage, the reduction
operate cruise control, see appropriate truck model
in fuel delivery begins when the engine coolant
Operator’s Manual.
temperature reaches approximately 107 °C (225 °F).
A rapid reduction of 15 percent is achieved when
engine coolant temperature reaches approximately Engine Fuel Pressure (EFP) Monitor
110 °C (230 °F).
The EFP monitors fuel pressure and indicates when
NOTE: Coolant temperature compensation is the fuel Þlter needs to be serviced. For additional
disabled in emergency vehicles that require 100 information, see “EFP Sensor” in Section 7 (page
percent power on demand. 406).
EGES-270-1
Traction Control • Low oil pressure.

Traction control is a system that identiÞes when a • Low coolant level (3–way system only).
wheel is going faster than the other wheels during
When the protection feature is enabled and a critical
acceleration.
engine condition occurs, the on-board electronics
When a traction control condition occurs, a datalink will shut the engine down. An event logging feature
message is sent to the ECM to limit fuel for the will record the event in engine hours and odometer
purpose of reducing engine torque. readings. After the engine has shutdown, and the
critical condition remains, the engine can be started
Vehicles must have a transmission and an Antilock
for a 30 second run time.
Braking System (ABS) that supports traction control.
Diamond Logic® Engine Brake

International® now offers an optional engine brake.
See “Diamond Logic® Engine Brake” in Section 1
(page 53) for feature description.
Diamond Logic® Exhaust Brake

International® now offers an optional integrated
exhaust brake. This feature uses VGT to assist in
braking.
Engine Warning Protection System (EWPS)
Figure 52 EWPS ßowchart
Coolant Temperature Compensation and EWPS

Coolant temperature compensation reduces fuel
delivery when the engine coolant temperature is
above cooling system speciÞcations.
The reduction in fuel delivery begins when engine
coolant temperature reaches approximately 107 °C
Figure 51 Engine Warning Protection System (225 °F). A reduction of 15% will be achieved as the
(EWPS) temperature reaches approximately 110 °C (230 °F).
When the engine coolant temperature is above 110
The EWPS safeguards the engine from undesirable °C (230 °F), the red ENGINE lamp is illuminated and
operating conditions to prevent engine damage and an audible alarm sounds. After the alarm sounds, the
to prolong engine life. The ECM will illuminate the red engine will shutdown.
ENGINE lamp and sound the warning buzzer when
• When the coolant temperature is above 109 °C
the ECM detects:
(228 °F), the red ENGINE lamp will be illuminated
• High coolant temperature. and DTC 321 will be set.
EGES-270-1
• When the coolant temperature is above 112 °C the operator engine shutdown is approaching. Idle
(234 °F), the red ENGINE lamp will ßash, an time is measured from the last clutch or brake pedal
audible alarm will sound, and DTC 322 will be transition. The engine must be out of gear for the IST
set. If the vehicle has the warning protection to work.
feature enabled, the engine will shutdown after
For additional information and resets for engine
30 seconds.
shutdown timer, see “IST System” in Section 7 (page
Fuel reduction is calibrated to a maximum of 30% 497).
before standard engine warning or optional EWPS is
engaged. A DTC is stored in the ECM memory when
a warning or shutdown occurs. Electronic Fan (EFAN)
NOTE: Coolant temperature compensation is Engine electronics allow for the operation of an
disabled in emergency vehicles that require 100% electronic fan or an air fan solenoid. For additional
power on demand. information, see “EFAN Control” in Section 7 (page
398).
Idle Shutdown Timer (IST)
The IST feature allows the ECM to shutdown the
engine when an extended idle condition occurs. Radiator Shutter Enable (RSE)
The IST can be programmed for the customer to
The RSE keeps the engine warm during cold weather
automatically shut the engine down for idle times that
operation. The RSE enables faster warm-up of the
range from 2 to 120 minutes.
cab and faster windshield defrosting. For additional
The red ENGINE lamp will illuminate before engine information, see “RSE” in Section 7 (page 514).
shutdown. The lamp will ßash for 30 seconds to warn
EGES-270-1
3 DIAGNOSTIC SOFTWARE OPERATION 65
Table of Contents
Diagnostic Trouble Code Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . .67

Continuous Monitor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Diagnostic Trouble Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . .69

Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .69
Accessing Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Clearing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Using Cruise Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Accessing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Reading DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Clearing DTCs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Diagnostic Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . .71

Key-On Engine-Off Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Standard Test Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Standard Test Using Cruise Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Injector Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..72
Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Output State Low Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Output State High Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Glow Plug/Inlet Air Heater Output State Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Key-On Engine-Running Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Standard Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
VGT Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Injector Disable Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .85
Automatic Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Manual Test - Engine Cold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Manual Test - Engine Hot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Relative Compression. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .91
Reset Change Engine Oil Interval Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93

Using EST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .93
Using Cruise Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
EGES-270-1
66 3 DIAGNOSTIC SOFTWARE OPERATION
EGES-270-1
Diagnostic Trouble Code Detection
Figure 53
EGES-270-1
Continuous Monitor When a fault is detected, the ECM often runs a fault
management strategy to allow continued, though
Continuous Monitor is a series of continuous
sometimes degraded, vehicle operation.
diagnostic tests done by the Electronic Control
Module (ECM) to detect failure modes (Out of Range, With the engine running, engine events are
In Range, and System Faults). During Continuous permanently recorded in the ECM; engine events
Monitor the ignition switch is on. can be retrieved with the Electronic Service Tool
(EST).
• Out of Range High (Voltage over normal
operating range)
Engine Events
• Out of Range Low (Voltage under normal
Standard Engine Events
operating range)
Standard engine events include excessive coolant
• In Range (In normal operating range but not
temperature and engine rpm (over-speed).
correct for conditions)
Optional Engine Events
• System Malfunction (System is not operating
according to conditions) Optional engine events are monitored and recorded,
if the engine is equipped with the optional Engine
If an input signal is out of range (over or under normal
Warning Protection System (EWPS). Optional engine
operating range), the ECM logs a fault and sets a
events recorded by the ECM include low coolant level
Diagnostic Trouble Code (DTC). The ECM monitors
and low oil pressure.
the operation of systems for in range conditions
to determine if systems are working in a normal
Engine Event Hours/Odometer
operational range; If the ECM detects that a system
falls outside a predetermined range, it will log a fault The ECM records engine events in two ways, hours
and set a DTC. and odometer readings.
Each DTC has a three digit number to identify the Examples
source of a malfunction measured or monitored
• Overheat Hour 1
electronically. A fault is a malfunction measured or
monitored electronically. • Overheat Hour 2
The ECM continuously monitors the Injection Control • Overheat Odometer 1
Pressure (ICP) system and the Air Management
• Overheat Odometer 2
System (AMS). If the ECM detects that a system falls
outside a predetermined range, the ECM logs a fault The ECM stores the two most recent events. Two
and sets a DTC. events could happen in the same hour, and two events
could happen in the same mile.
During normal engine operation, the ECM
automatically performs several tests to detect faults.
EGES-270-1
Diagnostic Trouble Codes DTC: Diagnostic Trouble Code

Status: Indicates active or inactive DTCs
WARNING: To avoid serious personal injury,
• Active: With the ignition switch on, active
possible death, or damage to the engine or
indicates a DTC for a condition currently in the
vehicle, make sure the transmission is in park
system. When the ignition switch is turned off,
or neutral, parking brake is set, and wheels are
an active DTC becomes inactive. (If a problem
blocked before doing service bay diagnostics on
remains, the DTC will be active on the next
engine or vehicle.
ignition switch cycle and the EST will display
Using EST active/inactive.)
Accessing Diagnostic Trouble Codes (DTCs) • Inactive: With the ignition switch on, inactive
indicates a DTC for a condition during a previous
NOTE: When opening VIN+ session to Þll out form
ignition switch cycle. When the ignition switch
heading, the DTC window automatically appears.
is turned to OFF, inactive DTCs from previous
1. Turn the ignition switch to ON. ignition switch on cycles remain in the ECM
memory until cleared.
• Active/Inactive: With the ignition switch on,
active/inactive indicates a DTC for a condition
currently in the system and was present in a
previous ignition switch cycle, if the code was not
cleared.
2. Select Com from the menu bar in the main Description: DeÞnes each DTC
window, then select Open.
Clearing DTCs
Figure 55 Menu bar Code/View
3. Select Code from the menu bar, then View for the Figure 57 Menu bar Code/Clear
Diagnostic Trouble Code window.
1. Select Code from the menu bar, then select Clear.

NOTE: If unable to clear inactive DTCs, be sure
Diagnostic Trouble Code window is active by
clicking in the window area.
Using Cruise Switches
Accessing DTCs
Figure 56 Diagnostic Trouble Code window
NOTE: Read and be familiar with all steps and time
limits in this procedure before starting.
Reading DTCs 1. Set parking brake for the correct signal from the
Electronic System Controller (ESC).
ATA code: Codes associated with a Subsystem
IdentiÞer (SID), Parameter IdentiÞer (PID), and 2. Turn the ignition switch to ON. (Do not crank the
Failure Mode Indicator (FMI) engine.)
EGES-270-1
4. For more than one DTC, the red ENGINE lamp

will ßash once indicating the beginning of another
active DTC.
5. After all active DTCs have ßashed, the red
ENGINE lamp will ßash twice to indicate the start
of inactive DTCs. Count the ßashes from the
amber ENGINE lamp. If there is more than one
inactive code, the red ENGINE lamp will ßash
once between each DTC.
6. After all DTCs have been sent, the red ENGINE
lamp will ßash three times indicating end of DTC
transmission.
7. To repeat DTC transmission, cycle the ignition
switch and press and release the CRUISE ON
and RESUME/ACCEL switches, at the same time,
within 3 seconds of ignition switch on. The ECM
will re-send stored DTCs.
Figure 58 Cruise Switches Clearing DTCs

3. Press and release the CRUISE ON and
RESUME/ACCEL switches at the same time 1. Set parking brake for the correct signal from the
within 3 seconds of the ignition switch on. Electronic System Controller (ESC).
NOTE: There could be as much as a 10 second 2. Turn the ignition switch to ON. (Do not crank the
delay from the time switches are pressed to the engine.)
time DTCs are ßashed. 3. Press and hold the CRUISE ON and
Reading DTCs RESUME/ACCEL switches at the same
time.
1. The red ENGINE lamp will ßash once to indicate
the beginning of active DTCs. 4. Press and release the accelerator pedal three
times within 6 seconds of the ignition switch on.
2. The amber ENGINE lamp will ßash repeatedly,
signaling active DTCs. 5. Release the cruise control switches to clear the
inactive DTCs.
NOTE: All DTCs are three digits. For DTCs, see
Appendix C in this manual or form CGE310-1. NOTE: Completing this procedure within 3 seconds
Code 111 indicates that no faults were detected. of the ignition switch on, without turning the ignition
switch off, will restart DTC transmission to the
3. Count the ßashes of the amber ENGINE lamp in instrument panel.
sequence. After each digit of the code a short
pause will occur.
• Two amber ßashes, a pause; three amber
ßashes, a pause; and two amber ßashes and
a pause indicate code 232.
EGES-270-1
Diagnostic Tests 2. Turn the ignition switch to ON. (Do not crank the
engine.)
vehicle, make sure the transmission is in park
or neutral, parking brake is set, and wheels are
blocked before doing service bay diagnostics on
engine or vehicle.
Key-On Engine-Off Tests
Standard Test
The KOEO Standard test is done by the ECM. The
technician runs this test, using the EST or the CRUISE
ON and RESUME/ACCEL switches.
During the KOEO Standard test, the ECM does
an internal test of its processing components and
memory followed by an Output Circuit Check (OCC).
The OCC evaluates the electrical condition of the
circuits, not mechanical or hydraulic performance of
the systems. By operating the ECM output circuits
and measuring each response, the Standard test
detects shorts or opens in the harnesses, actuators,
and ECM. If a circuit fails the test, a fault is logged
and a DTC is set.
The ECM checks the following circuits:
• Injection Pressure Regulator (IPR) Figure 59 Standard test
• Brake shutoff valve (optional)
• Engine Fan (EFAN) (optional) 3. Select Diagnostics from the menu bar.
• Radiator Shutter Enable (RSE) (optional) 4. Select Key-On Engine-Off tests from the drop
down menu.
When the OCC is done, the DTC window will display
DTCs, if there are problems. 5. From the KOEO Diagnostics menu, select
Standard and Run to start the test.
NOTE: When using the EST to do KOEO or KOER
Standard Test Using EST
diagnostic tests, Standard test is always selected
1. Set parking brake to ensure the correct signal and run Þrst. If the ignition switch is not cycled, the
from the Electronic System Controller (ESC). Standard test does not have to be run again.
EGES-270-1
Standard Test Using Cruise Switches The Injector test diagnoses electrical problems in IDM
wiring or injectors.
NOTE: Before doing the Injector test, DTCs should
be accessed, noted, and cleared. This allows DTCs
found to be displayed as Active DTCs.
During the Injector test, the ECM requests the IDM
actuate the injectors in numerical order (1 through 6),
not in Þring order. The IDM monitors the electrical
circuit for each injector, evaluates the performance
of the injector coils, and checks the operation of the
electrical circuit. If an electronic component in the
injector drive circuit fails the expected parameters, the
IDM sends a fault to the ECM. The ECM logs the fault,
a DTC is set and sent to the EST.
NOTE: The technician can monitor injector operation
by listening to the sound of each injector when
activated by the IDM. During Hard Start and No Start
conditions, when oil is very cold and thick, injectors
may be hard to hear.
The DTC window will display DTCs, if there are
problems.
Figure 60 Cruise Switches

1. Set parking brake to ensure the correct signal
from the Electronic System Controller (ESC).
2. Turn the ignition switch to ON. (Do not crank the
engine.)
3. Press and release the CRUISE ON and
RESUME/ACCEL switches at the same time,
twice within 3 seconds of the ignition switch on.
• The ECM will begin the Output Circuit Check
(OCC).
When the OCC is done, the ECM will ßash
the red ENGINE and amber ENGINE lamps
to signal the DTCs.
NOTE: There could be as much as a 10 second delay
from the time switches are pressed to the time DTCs
are ßashed.
Injector Test
NOTE: The Injector test can only be done with the
EST; MasterDiagnostics® software is required. The Figure 61 Injector test
Standard test must be done before doing the Injector
test.
EGES-270-1
1. Select Diagnostics from the menu bar.

2. Select Key-On Engine-Off Tests from the drop
down menu.
and run Þrst. If the ignition switch is not cycled, the
Standard test does not have to be run again.
3. From the KOEO Diagnostics menu, select Injector
and Run to start the test.
NOTE: During the Injector test, injector solenoids
should click when actuated. If a series of clicks are
not heard for each injector, one or more injectors are
not activating. Figure 62 Continuous Monitor session
Continuous Monitor Test
NOTE: This test can only be done with the EST; 1. Select D_ContinuousMonitor.ssn from the open
MasterDiagnostics® software is required. session Þle window and select OPEN to open the
session.
The Continuous Monitor test troubleshoots
intermittent connections between the ECM and
sensors. The engine can be off or running.
The EST monitors the following circuits:
• Accelerator Position Sensor (APS)
• Barometric Absolute Pressure (BAP)
• Battery Voltage (VBatt)
• Brake Control Pressure (BCP) (optional)
• EGR Valve Position (EGRP)
• Exhaust Back Pressure (EBP)
• Engine Coolant Level (ECL)
• Engine Fuel Pressure (EFP) (optional)
• Engine Oil Pressure (EOP)
• Engine Oil Temperature (EOT)
• Intake Air Temperature (IAT)
• Injection Control Pressure (ICP)
• Manifold Air Temperature (MAT)
• Manifold Absolute Pressure (MAP)
Figure 63 Continuous Monitor test

down menu.
EGES-270-1
4. From the KOEO Diagnostics menu, select toggled. The actual voltage will vary with the circuit
Continuous Monitor and select Run to start tested.
the test.
NOTE:
WARNING: To avoid serious personal injury, • A Breakout Box or Breakout Harness and a DMM
possible death, or damage to the engine or are required to monitor the suspected circuit or
vehicle, be careful to avoid rotating parts (belts actuator.
and fan) and hot engine surfaces. • DTCs are not set by the ECM during this test.
5. Wiggle connectors and wires at all suspected The following actuators are activated when toggled
problem locations. If circuit continuity is low during the test:
interrupted, the EST will display DTCs related to
the condition. • Injection Pressure Regulator (IPR) (electrical
circuit only)
6. Correct problem causing active DTCs.
• Engine Fan (EFAN) relay (optional) (electrical
7. Clear DTCs. circuit and inspect if clutch is engaged)
• Radiator Shutter Enable (RSE) (optional)
(electrical circuit, audible, and visual inspection
of shutter position)
• EGR (audible and visual inspection only)
continuous monitoring by EGR drive module
• VGT vanes full open (electrical circuit, audible,
Figure 64 Close session and visual inspection of actuator arm)
8. When Þnished with this test, select Session from

menu bar, then Close.
Output State Low Test

NOTE: This test can only be done with the EST;
MasterDiagnostics® software is required.
The Output State Low test allows the technician to
diagnose the operation of the output signals and
actuators.
In the Output State Low test mode, the ECM pulls
down the output voltage to the low state. This grounds
the low side driver circuits and actuates the output
Figure 65 Output State Test Session
components controlled by the ECM.
During Output State Low test, the output of the circuit
in question can be monitored with a DMM. The DMM 1. Select D_OutputStateTest.ssn from the open
measures a low voltage state as the outputs are session Þle window.
EGES-270-1

Output State High Test

The Output State High test allows the technician
to diagnose the operation of the output signals and
actuators.
In the Output State High test mode, the ECM pulls up
the output voltage to the high state. This energizes
the control high side driver circuits and actuates the
output components controlled by the ECM.
During this test, the output of the circuit in question is
monitored with a DMM. The DMM measures a high
voltage state, as the outputs are toggled. The actual
voltage will vary with the circuit tested.
NOTE:
• A Breakout Box or Breakout Harness and a DMM
are required to monitor the suspected circuit or
actuator.
Figure 66 Output State Low test
• DTCs are not set by the ECM during this test.
The following actuators are activated when toggled
2. Select Diagnostics from the menu bar. high during the test:
3. Select Key-On Engine-Off Tests from the drop • VGT vanes full closed (electrical circuit, audible,
down menu. and visual inspection of actuator arm)
NOTE: When using the EST to do KOEO or KOER • Brake Shutoff valve (optional) (electrical circuit
diagnostic tests, Standard test is always selected only)
4. From the KOEO Diagnostics menu, select Output
State Low and Run to start the test.
5. Toggle between the Low and High tests in the
Output State Test. Listen and observe actuator
control or circuit operation.
Figure 68 Output State Test Session

Figure 67 Close session
EGES-270-1
1. Select D_OutputStateTest.ssn from the open

session Þle window.

Glow Plug/Inlet Air Heater Output State Test

The Glow Plug/Inlet Air Heater Output State test
allows the technician to determine if the Inlet Air
Heater System is operating correctly.
The inlet air heater relay operation is activated for
30 seconds. A DMM and current clamp are used to
measure the time the relay is on and the amperage
that is drawn for the inlet air heater.
Figure 69 Output State High test

down menu.
4. From the KOEO Diagnostics menu, select Output
State Test High and Run to start the test. Figure 71 Output State Test Session
5. Toggle between the Output State Test Low and

the Output State Test High. Listen and observe 1. Select D_OutputStateTest.ssn from the open
actuator control or circuit operation. session Þle window.
EGES-270-1

Key-On Engine-Running Tests

Standard Test
NOTE: The KOER Standard test can only be
done with the EST; MasterDiagnostics® software
is required.
During the KOER Standard test, the ECM commands
the IPR through a step test to determine if the ICP
system is performing as expected. The ECM monitors
signal values from the ICP sensor and compares
those values to the expected values. When the
Standard test is done, the ECM returns the engine to
normal operation and transmits DTCs set during the
test.
NOTE: Before doing this test, conÞrm the following
conditions:
• Problems causing active DTCs were corrected,
and active DTCs were cleared.
• Engine coolant temperature must be at least 70
Figure 72 Glow Plug/Inlet Air Heater Output °C (158 °F).
State test
• Battery voltage must be higher than 10.5 volts.
• No signal from Vehicle Speed Sensor (VSS)
• Transmission in park or neutral
down menu.
4. From the KOEO Diagnostics menu, select Glow
Plug/Inlet Air Heater and Run to start the test.
NOTE: This test can only be run twice for each ignition
switch cycle. Earlier calibration may not allow the test
to be run, contact International® Technical Services.
Figure 74 KOER Standard session
1. With the engine running, select

D_KOER_Standard.ssn from the open
Figure 73 Close session session Þle window.
EGES-270-1

Continuous Monitor Test
The Continuous Monitor test troubleshoots
intermittent connections at sensors and actuators.
The engine can be off or running.
Figure 75 Standard test The EST monitors the following circuits:

• Accelerator Position Sensor (APS)
2. Select Diagnostics from the menu bar. • Barometric Absolute Pressure (BAP)
3. Select Key-On Engine-Running Tests from the • Battery Voltage (VBatt)
drop down menu.
• Brake Control Pressure (BCP) (optional)
4. From the KOER Diagnostics menu, select
• EGR Valve Position (EGRP)
Standard and select Run to start the test.
• Exhaust Back Pressure (EBP)
The ECM increases engine idle to a predetermined
value and commands the IPR valve to set ICP to rated • Engine Coolant Level (ECL)
speed pressure. If the performance of the ICP system
• Engine Fuel Pressure (EFP) (optional)
is acceptable, the ECM will control the IPR valve
and reduce the pressure in steps, while continuing to • Engine Oil Pressure (EOP)
monitor the ICP system.
• Engine Oil Temperature (EOT)
When the test is done, the ECM restores normal
• Intake Air Temperature (IAT)
engine operation, and the Diagnostic Trouble Code
window will display DTCs, if there are problems. • Injection Control Pressure (ICP)
5. Correct problem causing active DTCs. • Manifold Air Temperature (MAT)
6. Clear DTCs. • Manifold Absolute Pressure (MAP)
EGES-270-1
4. From the KOER Diagnostics menu, select

Continuous Monitor and select Run to start
the test.

vehicle, be careful to avoid rotating parts (belts
and fan) and hot engine surfaces.
5. Wiggle connectors and wires at all suspected
problem locations. If circuit continuity is
interrupted, the EST will display DTCs related to
the condition.
Figure 77 Continuous Monitor session
7. Clear DTCs.

D_ContinuousMonitor.ssn from the open
session Þle window.

Air Management Test

NOTE: Before doing this test, Performance
Diagnostics tests 1 through 12 should be completed.
Problems with other systems (injectors, fuel supply,
etc.) can affect Air Management test results.
NOTE: The Air Management test can only be
done with the EST; MasterDiagnostics® software
is required. The Standard test must be done before
doing the Air Management test.
The Air Management test checks the operation of the
Air Management System and the following:
• EVRT® electronically controlled turbocharger -
International’s version of a Variable Geometry
Turbocharger (VGT)
Figure 78 Continuous Monitor test
• Exhaust Gas Recirculation (EGR) valve
During the Air Management test, the ECM commands
the VGT control actuator and EGR actuator through
3. Select Key-On Engine-Running Tests from the a step test sequence to determine if actuators and
drop down menu. the Air Management System are performing as
EGES-270-1
expected. The ECM monitors the feedback signal

values from the Exhaust Back Pressure (EBP) sensor
and compares those values to the expected values.
If a fault is detected the test will end, engine operation
will return to normal, and a DTC will be set.
If there are no faults, the test will be completed and
engine operation will return to normal.
Figure 80 Air Management session
Figure 81 Air Management test

D_KOER_AirManagement.ssn from the
open session Þle window and select OPEN to 2. Select Diagnostics from the menu bar.
open the session.
3. Select Key-On Engine-Running Tests from the
drop down menu.
4. From KOER Diagnostics menu, select Air
Management and Run to start the test.
6. Clear DTCs.
EGES-270-1

EGES-270-1
Air Management Test
Figure 83 Air Management diagnostic readout
The ECM commands the EGR valve to close. The does not match expected pressure, DTC 345 is set
ECM then increases engine idle speed to 950 RPM and the test is cancelled.
and commands the VGT vanes to fully open. The
With the EGR still closed, the ECM commands the
ECM allows EBP to stabilize. The ECM monitors
VGT vanes to fully open. The ECM allows EBP
the EBP pressure and compares this pressure to the
to stabilize. The ECM monitors EBP pressure and
expected pressure; pressure is expected to drop. If
compares this pressure to the expected pressure;
EBP pressure does not match expected pressure,
pressure is expected to drop. If EBP pressure does
DTC 345 is set and the test is cancelled.
not match expected pressure, DTC 345 is set and the
NOTE: Although commanding the EGR to close, it test is cancelled.
may be stuck partially open, which would cause EBP
If all pressures matched the expected pressures, no
values to be lower than expected causing the test
DTC is set and the test will continue for EGR.
to fail during the VGT portion of this test. If this is
suspected, the operation of the EGR valve should be With the EGR still closed, the ECM increases engine
visually inspected using the Output State tests. RPM to 1200 rpm and commands the VGT vanes
to fully close. The ECM allows EBP to stabilize.
With the EGR still closed, the ECM commands the
The ECM monitors the EBP pressure and compares
VGT vanes to fully close. The ECM allows EBP to
this pressure to the expected pressure; pressure
stabilize. The ECM monitors the EBP pressure and
is expected to increase. If EBP pressure does not
compares this pressure to the expected pressure;
match expected pressure, DTC 346 is set and the
pressure is expected to increase. If EBP pressure
test is cancelled.
EGES-270-1
With the VGT vanes still closed, the ECM commands

the EGR to open, and allows EBP to stabilize. The
ECM monitors the EBP pressure and compares this
pressure to the expected values; pressure is expected
to drop. If EBP pressure does not match expected
pressure, DTC 346 is set and the test is cancelled.
With the VGT still closed, the ECM then commands
the EGR to close, and allows EBP to stabilize. The
ECM monitors the EBP pressure and compares
this pressure to the expected pressure; pressure
is expected to increase. If EBP pressure does not
match expected pressure, DTC 346 is set and the
engine will return to normal operation.
If all pressures matched the expected pressures,
no DTC is set and the engine is returned to normal
operation.
VGT Test
NOTE: The VGT test can only be done with the
EST; MasterDiagnostics® software is required. The
Standard test must be done before doing the VGT
test.
The VGT test is a manual test that allows the Figure 85 VGT Low Duty cycle test
technician to set the VGT duty to low, medium, or
high and inspect the exhaust system for leaks.
NOTE: Monitor EBP and MAP as VGT duty cycles are 2. Select Diagnostics from the menu bar.
changed. 3. Select Key-On Engine-Running Tests from the
drop down menu.
4. From the KOER Diagnostics menu, select Low
Duty Cycle from VGT, and select Run to start test:
Use the suggested toggle sequence below, to
check turbocharger operation from one duty cycle
to the other.
• Low to medium
• Medium to high
Figure 84 VGT session
• High to low
• Low to high
D_KOER_AirManagement.ssn from the If the ECM does not receive a request from the EST,
open session Þle window and select OPEN to after about 40 seconds, the test will automatically end
open the session. and the engine will return to normal operation.
EGES-270-1

EGES-270-1
Injector Disable Tests Automatic Test

NOTE: The Injector Disable tests can only be The Automatic test is best used when comparing
done with the EST; MasterDiagnostics® software cylinder to cylinder test data.
is required.
NOTE: If MasterDiagnostics® software does not have
The Injector Disable tests allows the technician to the Automatic test (auto run feature), see “Injector
shut off injectors to determine if a speciÞc cylinder is Disable - Manual test - Engine Hot” later in this section
contributing to engine performance. Injectors can be for procedure to compare cylinder to cylinder.
shut off one at a time, alternative cylinders at a time
NOTE: Do KOER Standard test before doing this test.
or alternative cylinders plus one.
Alternate cylinders are every other cylinder in Þring
order.
possible death or damage to the engine or vehicle
Firing order: 1-5-3-6-2-4 - comply with the following: When running the
engine in the service bay, make sure the parking
When all cylinders are active, the contribution of
brake is set, the transmission is in neutral or park,
each cylinder is 17% of its overall effect to maintain
and the wheels are blocked.
governed speed. When three cylinders are shut off,
contribution of each remaining cylinder is 33% of NOTE: If any injectors are removed and reinstalled
its overall effect to maintain governed speed. The or replaced, test drive vehicle for 20 miles before
technician should monitor fuel rate and engine load. checking for misÞre or rough idle.
NOTE: The Relative Compression test should be
done after doing the Injector Disable test to distinguish
between an injector or mechanical problem.
NOTE: Before doing the Auto test or Manual test for
injector disable, make sure Performance Diagnostics
tests 1 through 10 were completed and the following
conditions are maintained:
• Make sure accessories are turned off (for
example: engine fan and air conditioning). Items
cycled during this test could corrupt the test
results.
• Maintain engine idle.
• Keep EOT within a 2 °C (5 °F) range from the Figure 87 KOER IDT I6 session
beginning to the end of the test. EOT affects
injection timing; too much of a change in EOT
temperature could corrupt the test results. 1. While engine is running, select
D_KOER_IDT_I6.ssn from the open
NOTE: If any injectors are removed and reinstalled
session Þle window and select OPEN to open
or replaced, test drive vehicle for 20 miles before
the session.
checking for misÞre or rough idle.
EGES-270-1
NOTE: While running the engine listen for tone

changes from cylinder-to-cylinder.
NOTE: If any injectors are removed and
reinstalled or replaced, test drive vehicle for
20 miles before checking for misÞre or rough idle.
Figure 89 I6 Injector Disable test results (Auto

Run - Text View)
Figure 88 Injector Disable Tests
2. Select Diagnostics from menu bar.

3. Select I6 Injector Disable Tests from drop down
menu. Figure 90 I6 Injector Disable test results (Auto
Run - Graph View)
NOTE: The EOT indicator will change from red
to green when engine temperature reaches 70 °C
(158 °F) or higher. During Auto Run, injectors are shutoff one at a time (1
through 6 numerical sequence). Base line data and
• If the EOT indicator is red, erroneous
results for each cylinder is displayed in the window
comparisons are likely from cylinder to
(Text View) for I6 Injector Disable test results. Test
cylinder.
data for each cylinder can also be viewed by selecting
However, when diagnosing a cold misÞre, a the (Graph View). When Þnished the engine will return
technician can listen to tone changes from to normal operation.
cylinder-to-cylinder.
• When the EOT indicator is green and the
engine is at 70 °C (158 °F) or higher, fuel
rate and timing are more stable, making
comparisons from cylinder to cylinder more
accurate. Overall engine operation is more
stable.
4. Select Auto Run. Figure 91 Close session
EGES-270-1
5. When Þnished with this test, select Session from 1. While engine is running, select
menu bar, then Close. D_KOER_IDT_I6.ssn from the open
the session.
Manual Test - Engine Cold
The Manual test is best used when diagnosing each WARNING: To avoid serious personal injury,
cylinder for cold misÞre, considering EOT changes. possible death or damage to the engine or vehicle
- comply with the following: When running the
The EOT indicator will change from red to green when engine in the service bay, make sure the parking
engine temperature reaches 70 °C (158 °F) or higher. brake is set, the transmission is in neutral or park,
• If the EOT indicator is red, erroneous and the wheels are blocked.
comparisons are likely from cylinder to cylinder. 2. Select Diagnostics from menu bar.
However, when diagnosing a cold misÞre, a
technician can listen to tone changes from
• When the EOT indicator is green and the engine
temperature is 70 °C (158 °F) or higher, fuel rate
and timing are more stable, making comparisons
from cylinder to cylinder more accurate. Overall
engine operation is more stable.
Shut off one injector at a time and listen for changes
in exhaust tone.
Figure 93 Injector Disable tests

Figure 92 KOER IDT I6 session menu.
EGES-270-1
NOTE: The EOT indicator will change from red to The EOT indicator will change from red to green when
green when engine temperature reaches 70 °C (158 engine temperature reaches 70 °C (158 °F) or higher.
°F) or higher.
• If the EOT indicator is red, erroneous
• If the EOT indicator is red, erroneous comparisons are likely from cylinder to cylinder.
comparisons are likely from cylinder to cylinder.
However, when diagnosing a cold misÞre, a temperature is 70 °C (158 °F) or higher, fuel rate
technician can listen to tone changes from and timing are more stable, making comparisons
cylinder-to-cylinder. from cylinder to cylinder more accurate. Overall
temperature is 70 °C (158 °F) or higher, fuel rate Shut off one injector at a time and listen for changes
and timing are more stable, making comparisons in exhaust tone.
from cylinder to cylinder more accurate. Overall
NOTE: Do KOER Standard test before doing the I6
Injector Disable test - Run.
4. Select cylinder number and select Run. (Injector
selected will be disabled and engine noise should
change.)
5. Select Normal Operation. Injector will be enabled
and engine noise should return to previous state
of operation.
6. Repeat steps 4 and 5 for the remaining cylinders.
NOTE: Listen for tone changes from
Figure 95 KOER IDT I6 session
1. While engine is running, select

D_KOER_IDT_I6.ssn from the open
the session.
possible death or damage to the engine or vehicle,
7. When Þnished with this test, select Session from when running the engine in the service bay, make
menu bar, then Close. sure the parking brake is set, the transmission is
in neutral, and the wheels are blocked.
2. Select Diagnostics from menu bar.
Manual Test - Engine Hot
NOTE: This is an alternate method only. This Manual
test should only be used when MasterDiagnostics®
software does not have the Automatic test (auto run
feature) and the engine is hot.
EGES-270-1
Figure 97 Injector Disable test data
5. Record baseline values for EOT, average fuel

rate, and average engine load on Diagnostic
Form.
NOTE: Listen for tone changes from
6. Select cylinder number and select Run. (Injector
selected will be disabled and engine tone should
change.)
Figure 96 Injector Disable tests

menu.
NOTE: The EOT indicator will change from red to Figure 98 Injector Disable test data
green when engine temperature reaches 70 °C (158
°F) or higher.
• If the EOT indicator is red, erroneous 7. Select Collect Data.
comparisons are likely from cylinder to cylinder. 8. Record values for EOT, average fuel rate, and
However, when diagnosing a cold misÞre, a average engine load on Diagnostic Form.
technician can listen to tone changes from 9. Select Done to close Collect Data window.
10. Repeat steps 6 through 9 for the remaining
• When the EOT indicator is green and the engine cylinders.
temperature is 70 °C (158 °F) or higher, fuel rate
and timing are more stable, making comparisons 11. Select Normal Operation
from cylinder to cylinder more accurate. Overall 12. Subtract the baseline for (average fuel rate) from
engine operation is more stable. the (average fuel rate) for each injector and record
4. Select Collect Data from I6 Injector Disable the difference (deviation) on Diagnostic Form.
Diagnostics window. (Baseline values will be 13. Add deviations for (average fuel rate) for all
shown.) injectors and divide by 6. (Round to the nearest
tenth - this is the cut off value for fuel rate.)
14. Record cut off value on Diagnostic Form.
EGES-270-1
15. Subtract the baseline for (average engine • If the Relative Compression test shows that
load) from the (average engine load) for each cylinders are mechanically sound but the
injector and record the difference (deviation) on Injector Disable test shows that one or more
Diagnostic Form. cylinders are bad, replace suspected injector.
16. Add deviations for (average engine load) for all
injectors and divide by 6. (Round to the nearest
tenth - this is the cut off value for engine load.)
17. Record cut off value on Diagnostic Form.
• If deviation values for average fuel rate and
average engine load are less than the cut
off values for fuel rate and engine load,
the injector is suspect for weak cylinder
contribution (fuel rate and engine load).
• If only one deviation value is less than a cut 18. When Þnished with this test, select Session from
off value, do not suspect that cylinder. menu bar, then Close.
• If a suspect cylinder(s) is identiÞed, do
Relative Compression test to distinguish
between an injector or mechanical problems.
EGES-270-1
Relative Compression
NOTE: During this test the IDM shuts off the injectors
so no fueling occurs.
NOTE: The Relative Compression test can only be
done with the EST; MasterDiagnostics® software is
required.
NOTE: This test is used in conjunction with the
Injector Disable test to distinguish between an injector
problem or a mechanical problem.
The Relative Compression test provides the Compare the compression values of each cylinder
difference between the fastest and slowest crankshaft with the other cylinder values. A cylinder with
speed during the power stroke of each cylinder. compression lower than the other cylinders indicates
a suspect cylinder. Test value of 18 for cylinder one
As the engine is cranked, the IDM uses the CMP and indicates a suspect cylinder.
CKP sensor signals to measure crankshaft speed,
as piston reaches two points: Top Dead Center If a cylinder value is zero or a much lower than
(TDC) compression and about 30 degrees after TDC other cylinders and this cylinder is a non-contributor
compression. (identiÞed in the Injector Disable Test), check for a
mechanical problem.
When the piston approaches TDC, crankshaft speed
should be slower because of compression resistance. Example
As the piston passes TDC, compression resistance
dissipates and crankshaft speed increases.
At TDC compression, the cylinder reaches its highest
compression and resistance to crankshaft rotation -
Crankshaft speed is the slowest. A cylinder with low
compression will have less resistance to crankshaft
rotation. Crankshaft speed will be faster than normal.
About 30 degrees after TDC, crankshaft speed should
be fastest because compression has dissipated. On a
cylinder that has low compression, crankshaft speed
will be close to, or less than crankshaft speed at TDC.
If TDC rpm is greater than rpm 30 degrees after TDC,
At TDC of each power cylinder, and about 30 degrees the EST will display 0.
past TDC, the IDM collects data for crankshaft speed.
If the test value for a power cylinder is 0, the cylinder
NOTE: If not cranked long enough to collect data, the is suspect.
EST will display 255. 255 represents an erroneous
If the test value for a power cylinder is signiÞcantly
rpm value
below 15 rpm, the cylinder is suspect.
The TDC value is subtracted from the value about 30
Test value 5 for cylinder 1 indicates a suspect cylinder.
degrees after TDC and is recorded for each cylinder.
Test value 0 for cylinder 6 indicates a suspect cylinder.
Example
When the Relative Compression test is done, the EST
200 rpm (30 degrees after TDC) - 180 rpm (TDC) = 20 indicates, stop cranking the engine, and will display
rpm test values.
The EZ-Tech® will display a value on the screen for Test data displayed in this test should be compared
each cylinder. with data collected from the Injector Disable test.
Example
EGES-270-1

2. Select Relative Compression Tests from the drop
possible death or damage to the engine or
down menu.
vehicle, read all safety instructions in the “Safety
Information” section of this manual. 3. Follow the messages at the bottom of the window.
NOTE: Batteries must be fully charged before doing • Turn the ignition switch to ON.
this test. Use battery charger during this test, if
• Select Run.
multiple tests are needed; battery drain can be
extensive.
WARNING: To avoid serious injury,
NOTE: Read and be familiar with all steps and time possible death, or damage to the engine or
limits in this procedure before starting. vehicle, after clicking Run, turn the ignition
switch, within 5 seconds, to crank the engine;
if not done in 5 seconds, the IDM will cancel
the test and the engine will start.
• Within 5 seconds of selecting run, crank
engine for 15 seconds. Another message
will read Stop Cranking within 5 seconds.
Do not turn the ignition switch to OFF. If
the ignition switch is turned to OFF, test
results will be lost.
NOTE: If test results are identical to previous test
results, the current test failed and the previous
results were displayed.
4. Interpret results.
• If a Relative Compression test and Injector
Disable test identify a suspect cylinder, check
for a mechanical problem.
• If a Relative Compression test does not
identify a suspect cylinder, but the Injector
Disable test does, replace suspect injector(s).
Figure 102 Relative Compression test
EGES-270-1
Reset Change Engine Oil Interval

Message
Using EST
1. Turn the ignition switch to ON.
Figure 103 Select Service Interval session

3. Click the right mouse button and select Enter
Password.
2. Select PP_ServiceInterval.ssn from the Open
Session File window, and select OPEN to open 4. Enter password in the dialog box, select OK.
Vehicle Programming.
NOTE: If the password is not entered or is not
entered correctly, you will get an error message
indicating the password does not match, and the
service interval will not reset.
EGES-270-1
Figure 105 Select Parameter and Select Program
EGES-270-1
5. Select SI: Service Interval Reset, click the right

mouse button and select Program.
Figure 106 Change Edit Parameter to New
6. In the New Value box in the Edit Parameter dialog NOTE: If the password has not been entered or
box click on the pull down arrow to select Yes, and has not been entered correctly, an error message
select OK. will indicate the password does not match, and the
service interval will not reset.
EGES-270-1
Figure 107 Module Value changed
7. Note that the Module Value has changed to Yes 8. When Þnished, select Session from menu bar,
and Program Count number has increased. then Close.
EGES-270-1
Using Cruise Switches Reset the change engine oil message feature as
follows:
1. Set the parking brake (required for correct ESC
signal).
2. Turn ignition switch to ON.
NOTE: The entire sequence must be completed within
twelve seconds. The change engine oil message will
now turn off and will activate when the next oil change
is due.
3. Press and release both the CRUISE ON and
RESUME/ACCEL switches four times within 6
seconds.
4. Press and hold both the CRUISE ON and
RESUME/ACCEL switches for 3 seconds.
5. Release both Cruise buttons.
Figure 109 Switches for CRUISE ON and

RESUME/ACCEL
EGES-270-1
EGES-270-1
4 ENGINE SYMPTOMS DIAGNOSTICS 99
Table of Contents
Problems and Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

Combustion Leaks to Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Aerated Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .104
Aerated Fuel Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Alternate Fuel Source Supply to Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Alternate Fuel Source Supply to Fuel Filter Housing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
Combustion Leaks to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
Coolant in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .109
Coolant System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Air Compressor Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
Front Cover Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Cylinder Head Leak Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
ECM Reset / IDM Reset (intermittent engine stumble). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Excessive Fuel Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Fuel in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .115
Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .117
Coolant Over-Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Coolant System Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Temperature Sensor Validation Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
Cooling System Operating Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
Lube Oil in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .122
Fuel in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .124
Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
Oil Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
Oil Pressure Regulator Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Oil and Crankcase Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Oil Pump Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Front Cover Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Priming Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .132
Rough Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .137
Black Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
White Smoke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
Low Power (Turbocharger Assembly and Actuator). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
EGES-270-1
100 4 ENGINE SYMPTOMS DIAGNOSTICS
EGES-270-1
Problems and Conditions

WARNING: To avoid serious personal
Diagnostic test procedures help technicians injury, possible death, or damage to the engine
systematically Þnd problems quickly to avoid or vehicle, read all safety instructions in the
unnecessary repairs. In this section, diagnostic foreword of this manual. Follow all warnings,
and test procedures help identify causes for known cautions, and notes.
problems and conditions.
EGES-270-1
Combustion Leaks to Coolant
Symptom
Combustion leaks can be identiÞed by coolant
overßowing from deaeration tank or air bubbles in the
coolant.
Cause
• Failed injector sleeve
• Failed air compressor
• Failed head gasket
• Failed EGR cooler
• Porous or cracked cylinder sleeve Figure 110 Air compressor coolant hoses
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 porous 2. Close off both coolant hoses for the air
/ cracked cylinder sleeve is possible. However, this compressor with hose pinch-off pliers. Test
should not be considered unless there is evidence of the system again.
engine overheating or high engine mileage without • If coolant continues overßowing from the
proper coolant conditioning. deaeration tank, do step 3.
Tools • If coolant stops overßowing from deaeration
tank, repair or replace the air compressor.
• Radiator pressure testing kit
3. Remove injectors following the procedure in the
• Plastic surge tank cap adapter Engine Service Manual.
• Cylinder head test plate
• Water supply housing pressure adapter
• Thermostat opening pressure adapter (cylinder
head)
• Hose pinch-off pliers (2)
Procedure
1. Is the engine equipped with an air compressor?
• If yes, do step 2.
• If no, do step 3.
Figure 111 Cylinder head cut-away with injector

sleeve
EGES-270-1
4. Install radiator pressure tester with the 6. Look for coolant leaking around the injector sleeve
appropriate adapter. and into the cylinder bore.
• If a leak is noticed, replace the leaking injector
WARNING: To avoid serious personal sleeve and test again.
injury, possible death and damage to the
• If no leak is noticed, replace all six injector
engine:
sleeves and test again.
• Always allow the engine to cool for 15
• If coolant continues to ßow into cylinders after
minutes.
all injector sleeves were replaced, do step 7.
• Wrap a thick cloth around the cap.
7. Remove cylinder head from engine, perform all
• Loosen cap slowly a quarter to half turn. inspections, and pressure test cylinder head to
verify leak path. Follow the procedure in the
• Pause for a moment to avoid water or
Engine Service Manual.
steam scalding.
• Inspect cylinder head gasket for coolant
• Continue to turn the cap and remove.
leaks.
• Never add cold coolant to a hot engine.
• Verify crankcase and cylinder head surface
This can result in a cracked cylinder head
ßatness using a straight edge and feeler
or crankcase.
gauge.
• Never use water as a coolant substitute.
• Check cylinder liner protrusion.
5. Pressurize cooling system to 96 kPa (14 psi).
8. Test the cylinder head with pressure test plate to
validate the repair.
EGES-270-1
Aerated Fuel CAUTION: Be sure to place a rag or suitable container

under the fuel pressure test valve when bleeding the
Symptom fuel rail. Dispose of fuel in a correct container clearly
marked DIESEL FUEL according to local regulations.
Fuel aeration will exhibit one or more of the following
characteristics: NOTE: Engine fuel can be a threat to the environment.
Never dispose of engine fuel by putting it in the trash,
• Engine stall during operation
pouring on the ground, in the sewers, in streams, or
• White to black smoke during cranking bodies of water.
• Rough running engine
• Extended engine crank time (hard start)
• Fuel pressure slow to build while cranking
• Excessive fuel pressure while cranking
• Pulsating fuel pressure during crank or engine
running at idle.
• DifÞculty priming fuel system
Cause
• Leaks in fuel supply to fuel pump
• Loose fuel injector hold down
• Missing/damaged stainless steel injector gasket
Tools Figure 112 Shrader valve assembly
• Fuel Pressure Test Gauge 1. Valve

2. Center stem
• 1 to 5 gallon bucket
• Fuel pump supply line
• Fuel Þlter housing supply line Þtting (Part No.
3533425C2)
• Fuel Pressure Test Adapter
• Fuel/Oil Pressure Test Coupler
Aerated Fuel Inspection

NOTE: If directed to this procedure from “Hard Start
and No Start Diagnostics” section, go to “Alternate
Fuel Source Supply to Fuel Pump” (page 106) in this
section.
Figure 113 Diagnostic coupling

1. Valve
2. Center section
EGES-270-1
NOTE: Engines are equipped with a fuel pressure

test valve in the form of either a Shrader valve or a
diagnostic coupling.
1. Check fuel pressure and aeration from fuel
pressure test valve located at the front of the
intake manifold.
2. Check fuel pressure and aeration from fuel
pressure test valve located at the front of the
intake manifold.
Figure 115 Fuel Pressure Test Adapter
NOTE: If the engine is equipped with a Shrader valve,

use the Fuel Pressure Test Adapter.
Figure 114 Fuel Pressure Gauge

1. Quick disconnect check valve
2. Fuel test line
3. Fuel Pressure Gauge Figure 116 Fuel/Oil Pressure Test Coupler
4. Inline shut-off valve
5. Clear test line
NOTE: If the engine is equipped with a diagnostic
coupling, adapt the Fuel/Oil Pressure Test Coupler to
the Fuel Pressure Gauge.
EGES-270-1
Alternate Fuel Source Supply to Fuel Pump
Figure 117 Fuel Pressure Gauge to fuel pressure

test adapter Figure 118 Fuel supply line
3. Connect Fuel Pressure Gauge with shut-off valve 1. Remove fuel pump supply line.
and clear 3/8” diameter hose to test valve.
4. Route the clear hose into a drain pan.
5. Start or crank the engine for 20 seconds. Measure
fuel pressure with the shut-off valve closed. Open
the shut-off valve to check for aeration.
NOTE: Breaking any fuel system joint will induce
air into the fuel system. The air should pass in a
short period of time. As fuel pressure is relieved, a
steady stream of fuel without air bubbles indicates
the fuel is not aerated.
• If fuel pressure is in speciÞcation and fuel is
not aerated, do not continue with this test.
• If the fuel is aerated, go to “Alternate Fuel
Source Supply to Fuel Pump” (page 106) in
this section.
Figure 119 Fuel test line
EGES-270-1

injury, possible death, or damage to the
engine or vehicle – comply with the following:
When routing test line, do not crimp the line,

run the line too close to moving parts, or let
the line touch hot engine surfaces.
short period of time. As fuel pressure is relieved, a
Figure 120 Test fuel line the fuel is not aerated.
1. Fuel line
• If the fuel is aerated, go to “Combustion Leaks
2. Sleeve seal
to Fuel” (page 108) in this section.
3. Clear plastic tube • If the fuel is not aerated, remove test setup
4. Clamp from the fuel pump inlet. Connect the fuel
pump supply line. Go to “Alternate Fuel
Source Supply to Fuel Filter Housing” in this
2. Make a test fuel line. section.
• Use spare fuel line. (Make sure the sleeve
seal is in good condition.) Cut the line in half.
Use the test fuel line portion that supplies the Alternate Fuel Source Supply to Fuel Filter
fuel pump. Install clear plastic line in place of Housing
removed section and secure plastic line with
a clamp.
NOTE: The mechanic is expected to keep the fuel
test line for future diagnostics. Expense the fuel
test line as an essential tool and keep it with other
diagnostic tools. Warranty will not cover the cost
of the fuel test line.
3. Connect the fuel test line between the fuel pump
inlet and an alternate fuel source.
Figure 121 Fuel Þlter inlet test line
EGES-270-1

engine or vehicle – comply with the following:
When routing test line, do not crimp the line,

run the line too close to moving parts, or let
the line touch hot engine surfaces.
short period of time. As fuel pressure is relieve, a
the fuel is not aerated.
NOTE: If a fuel pressure gauge with shut-off valve
and clear 3/8” diameter hose is not available, refer
to the alternative test “Checking for Aerated Fuel
using Spare Fuel Line.”
Figure 122 Fuel Þlter housing inlet • If the fuel pressure is in speciÞcation and the
fuel is not aerated, repair the leak between the
fuel Þlter housing and the fuel tank.
1. Disconnect the supply line from the fuel Þlter
housing. • If the fuel is aerated, repair or replace the fuel
Þlter housing.
2. Make a test fuel line.
• Use a 90° fuel line male Þtting and install a
clear plastic line that is long enough to reach Combustion Leaks to Fuel
an alternative fuel source. 1. Remove the valve cover following the procedure
NOTE: The mechanic is expected to keep the fuel in the Engine Service Manual.
test line for future diagnostics. Expense the fuel 2. Check all injector hold-down clamps for correct
test line as an essential tool and keep it with other torque.
diagnostic tools. Warranty will not cover the cost
of the fuel test line. 3. Remove any loose injectors. Inspect and clean
following the procedure in the Engine Service
3. Connect the alternate fuel source to the fuel Þlter Manual. Replace injector O-rings and install
housing inlet. injectors following the procedure in the Engine
Service Manual.
4. Test for fuel aeration to validate the repair. Go
to “Aerated Fuel Inspection” (page 105) in this
section.
EGES-270-1
Coolant in Lube Oil
Symptom
When the crankcase lube oil is contaminated with
coolant, the oil will have a dark-gray or black sludgy
appearance. The crankcase may also be overÞlled.
Cause
• Accessory leak (water cooled air compressor)
• Injector sleeve leak
• Cylinder head cup plug failure
• Crevice seal (liner O-ring)
• Cylinder head gasket leak Figure 123 Air compressor oil drain-back hose
• Front cover gasket damage
• Front cover, cylinder head or crankcase porosity 4. Remove air compressor oil drain-back hose from
the bottom of compressor.
Tools
5. Install radiator pressure tester with the
• Radiator pressure testing kit
appropriate adapter.
• Plastic surge tank cap adapter
• Cylinder head test plate WARNING: To avoid serious personal
engine:
head)
minutes.
• Straightedge
• Wrap a thick cloth around the cap.
• Feeler gauge
• Loosen cap slowly a quarter to half turn.
Coolant System Inspection steam scalding.
Procedure
1. Check oil level to verify oil contamination
complaint.
or crankcase.
• The presence of coolant in the oil will
generally give the oil a dark-gray or black
sludgy appearance. 6. Pressurize the cooling system to 96 kPa (14 psi).
• If coolant in the oil is not veriÞed, an oil sample 7. Look for coolant leaking from the air compressor
can be taken for analysis. oil drain-back port.
2. When oil contamination is veriÞed, plug in cylinder • If coolant is leaking from air compressor,
block heater to warm coolant. repair or replace air compressor.
3. Is the engine equipped with an air compressor? • If coolant is not leaking from the air
compressor oil drain-back port, do step 8.
• If yes, do step 4.
8. Drain engine oil and remove the oil Þlter.
• If no, do step 8.
EGES-270-1
9. Remove the oil pan following the procedure in the • If the engine does not have an air compressor,
Engine Service Manual. and is leaking from the front cover area or the
oil pick-up tube, do “Front Cover Inspection”
(page 111).
• If a leak is noticed between the cylinder
sleeve and piston, replace the injector sleeve
for that cylinder. Follow the procedure in the
Engine Service Manual.
engine:
• If a leak is noticed between the cylinder
sleeve and the engine block, replace the
minutes.
cylinder sleeve crevice seal for that cylinder.
• Wrap a thick cloth around the cap. Follow the procedure in the Engine Service
Manual.
• If a leak is noticed from the oil drain-back ports
(camshaft side), do “Cylinder Head Leak Test”
steam scalding.
(page 112).
• If no leak is noticed, leave pressure on cooling
• Never add cold coolant to a hot engine. system overnight and check the following day.
• If no leak is noticed after overnight pressure
or crankcase.
test, do the following sequential tests until
• Never use water as a coolant substitute. problem is found:
A. “Front Cover Inspection” (page 111)
B. “Cylinder Head Leak Test” (page 112)
12. After any repairs are complete, test the cooling
system again to validate the repair.
Air Compressor Leak Test
Figure 124 Bottom of engine

Look for coolant leaks.
• If the engine is equipped with an air
compressor, and is leaking from the
compressor oil drain-back hose or from the
left side of the front cover, do “Air Compressor
Leak Test.” Figure 125 Air compressor test setup
1. Drain coolant from the system.
EGES-270-1
2. Remove the coolant inlet and outlet hoses for the Front Cover Inspection
air compressor from the crankcase.
3. Fill air compressor coolant passage and hoses
with coolant.
4. Adapt air pressure Þtting and regulator to one of
the coolant hoses and block opposite hose.
5. Pressurize air compressor coolant hoses to 96
kPa (14 psi).
6. Inspect for coolant leakage from oil drain-back
hose or left side of front cover. Listen for air
escaping.
• If a leak is noticed, repair or replace the air
compressor.
• If coolant is not leaking, do “Front Cover
Inspection” (page 111).
7. Test the cooling system again after any repair to
Figure 126 Front cover coolant leak location
1. Remove front cover and inspect gaskets and

sealing surfaces following the procedure in the
Engine Service Manual. Check front cover and
crankcase with straight edge and feeler gauge.
Repair or replace as required.
EGES-270-1
Cylinder Head Leak Test 2. Pressurize the cooling system to 96 kPa (14 psi)
1. Remove the valve cover following the procedure 3. Inspect the entire cylinder head for cracks or leaks
in the Engine Service Manual. at the cup plugs.
• If a leak is noticed, repair or replace.
• If no leaks are noticed, do step 4.
4. Drain coolant from system.
5. Remove cylinder head from engine following the
procedures in the Engine Service Manual.
6. Inspect and pressure test the cylinder head
following the procedures in the Engine Service
Manual.
• Inspect cylinder head gasket for damage at
sealing points that may have caused a leak.
Verify crankcase and cylinder head surface
ßatness using a straightedge and feeler
gauge. Replace the head gasket. Repair or
replace the cylinder head if necessary.
Figure 127 Cylinder head (top) cup plugs • Inspect the cylinder head for cracks in the
coolant passages. Repair or replace.
7. If cylinder head is in good condition, remove
cylinder sleeve crevice seals following the
procedures in the Engine Service Manual.
• Inspect the engine block for cracks in the
coolant passages. Repair or replace.
• Inspect for damaged cylinder liners and seals.
Repair or replace.
Figure 128 Cylinder head (intake side) cup plugs
EGES-270-1
ECM Reset / IDM Reset (intermittent engine • Poor ground connection

stumble)
• Failed power relay
Symptom • Shorted or open harness
An Electronic Control Module (ECM) reset occurs
Procedure
when the ECM momentarily reboots or is turned OFF
and ON while the engine is operating. Symptoms of 1. Using the EST, check for DTCs for both the engine
this include the following: and chassis modules.
• Wait to start lamp cycles ON while engine running • If DTC 626 (unexpected reset fault) or 534
(IDM relay voltage low) are present as active
• Engine stumbles and may die
or inactive codes, continue with next step.
• Loss of accelerator pedal authority
• If any other engine DTCs are active, perform
• Miles driven are not logged if ECM reset occurs appropriate diagnostics and repairs before
during current key cycle continuing with these procedures.
If a reset occurs, the engine will momentarily stumble • If any chassis DTCs are active when checking
and the ECM will go through a normal KEY ON cycle. the Electronic System Controller (ESC),
This includes the following: perform appropriate diagnostics and repairs
before continuing.
• Illuminate the WAIT TO START lamp
NOTE: See Section 7 in this manual, the Chassis
• Validate the accelerator pedal position
Electrical Circuit Diagram Manual and Electrical
If the pedal is not at idle position when the reset System Troubleshooting Guide for the model and
occurs, a DTC is set and engine speed goes to year of the vehicle when performing the following
low idle. The ECM will not allow accelerator pedal steps.
authority until the Accelerator Pedal Sensor (APS) is
2. Check all ECM and IDM related fuses.
released.
3. Check all Battery, VIGN and ground connections
An Injector Drive Module (IDM) reset will occur if
for the ECM and IDM.
power is lost to the circuits for IDM Logic or IDM Main
Power while the engine is operating. If power is lost, 4. Monitor ECM powers and grounds with breakout
the engine will miss and recover or stall. The APS will box under operator complaint conditions.
not be affected by this fault.
5. Monitor IDM powers and grounds with 12-pin
Breakout Harness under operator complaint
Cause
conditions.
Momentary loss of power to the ECM or IDM may be
6. If root cause has not been identiÞed in previous
caused by the following:
steps, continue diagnosis by performing the
• Failed fuses remaining steps on the Performance Diagnostics
form or Section 6 of this manual.
• Intermittent open circuit
• Failed battery power feed harness
EGES-270-1
Excessive Fuel Consumption • Base engine performance loss
Symptom Procedure
Occasionally, it may be noticed that more fuel is 1. Review operator records and fueling procedures.
required to perform the same task as before. Measurement errors are common. Fuel
consumption taken only from one tank of use
Cause is susceptible to signiÞcant error because of Þlling
procedures and vehicle application differences
Operator effect
during operation. Accurate fuel consumption
• Inaccurate record keeping or tank Þlling must be measured over time with a record of what
the vehicle was doing during the measurement
• Winter blend or No. 1 fuel
period.
Application effect
2. Loss of fuel economy is normal if winter blend fuel
• Heavy loading Gross Vehicle Weight (GVW) or No. 1 diesel fuel is being used.
• Low rear axle ratio 3. Review vehicle speciÞcations to determine if fuel
consumption is normal for type of application
• Large frontal area
and use of vehicle. (Compare consumption with
• Accessory usage (Power Takeoff, etc.) similar vehicles in the same application and Truck
Computer Analysis of Performance and Economy
• Additional equipment drawing fuel from vehicle
(TCAPE) report.
fuel tanks
4. Do all tests on Performance Diagnostic form or in
• Extended idle applications
Section 6 of this manual. These tests will verify
• Tire size, tire condition, air pressure the operating condition of the following engine and
chassis systems:
Chassis effect
• Intake system
• Brake drag
• Exhaust system
• Cooling fan clutch locked ON
• Fuel delivery and Þltration
• Transmission slippage/shifting
• High-pressure oil system
• Fuel tank plumbing or venting
• Injector operation
• Intake or exhaust restriction
• VGT operation
Engine effect
• Oil aeration
• Incorrect or failed thermostat
• Base engine condition
• Failed Variable Geometry Turbocharger (VGT)
operation • Electronic control system condition
• Oil aeration If all tests are passed, the engine is operating
normally.
• Fuel system leaks
EGES-270-1
Fuel in Coolant
Symptom possible death and damage to the engine:
Coolant contaminated with diesel fuel will have a • Always allow the engine to cool for 15
diesel fuel odor. minutes.
Cause • Wrap a thick cloth around the cap.
• Leaking or cracked injector sleeve with injector • Loosen cap slowly a quarter to half turn.
O-ring failure
• Pause for a moment to avoid water or steam
• Cracked or porous head casting in fuel rail scalding.
cross-drillings.
Tools
• Never add cold coolant to a hot engine. This
• Regulated compressed air can result in a cracked cylinder head or
crankcase.
• Fuel Test Fitting
• Cylinder head test plate
head)
Procedure
1. Verify coolant contamination.
• Check for diesel fuel odor in coolant.
• Coolant may be discolored if diesel fuel is
present.
CAUTION: Be sure to place a rag or suitable
container under the fuel pressure test valve
when bleeding the fuel rail. Dispose of fuel in a
correct container clearly marked DIESEL FUEL
according to local regulations.
NOTE: Engine fuel can be a threat to the
environment. Never dispose of engine fuel
by putting it in the trash, pouring on the ground,
in the sewers, in streams, or bodies of water.
Figure 129 Deaeration tank Þll position
2. Plug in the cylinder block heater to warm coolant.
1. Deaeration tank cap
2. Deaeration tank
3. MAXIMUM coolant level mark
4. ADD coolant level mark
3. Remove cap from deaeration tank and Þll with

coolant to a level above the deaeration inlet line
to tank.
EGES-270-1
4. Pressurize fuel rail with air from the fuel pressure

test valve on the intake manifold to 550 kPa to
690 kPa (80 psi to 100 psi) using the fuel line test
adapter. Observe deaeration tank for air bubbles.
• If air bubbles appear in deaeration tank, do
step 5.
• If air bubbles do not appear in deaeration
tank, do step 6.
Figure 130 Shrader valve assembly

1. Valve
2. Center stem
Figure 132 Injector cut-away with injector sleeve
5. Remove all injectors and inspect O-rings and

injector sleeves for damage.
• If any injector O-ring or injector sleeve
appears damaged, clean the injector and
replace O-rings or injector sleeves. Test the
system again. Do step 4.
• If injector O-rings or injector cups are not
damaged, do step 6.
Figure 131 Diagnostic coupling 6. Remove, inspect, and pressurize the cylinder
head following the procedure in the Engine
1. Valve
Service Manual.
2. Center section

EGES-270-1
Coolant Leak to Exhaust 1. Remove EGR crossover tube assembly following

the procedure in the Engine Service Manual.
Symptom
2. Check for presence of coolant in EGR cooler and
• Coolant residue at exhaust manifold ßanges tube.
• Observation of coolant loss without engine 3. Plug in the cylinder block heater to warm coolant.
overheating
• Excessive white smoke from exhaust pipe on start appropriate adapter.
up (hot or cold)
• Coolant smell in exhaust WARNING: To avoid serious personal
• Coolant leaking from mufßer
engine:
• Severe case – engine hydraulic lock
Cause minutes.
• Failed EGR cooler • Wrap a thick cloth around the cap.
• Injector cup and gasket leak • Loosen cap slowly a quarter to half turn.
• Intake side of cylinder head cup plugs leaking • Pause for a moment to avoid water or
steam scalding.
• Porosity in cylinder head casting
Tools
• Regulated compressed air
• Water supply housing pressure adapter or crankcase.
• Radiator pressure testing kit and plastic surge cap • Never use water as a coolant substitute.
adapter
• EGR cooler pressure test plates (2)
6. Check EGR cooler for the presence of coolant.
Procedure • If coolant is present, replace EGR cooler
following the procedure in the Engine Service
Manual.
• If no leak is found, do step 7.
If pressure is dropping rapidly, coolant may be
leaking from the EGR cooler into the exhaust
manifold or tail pipe.
7. Drain coolant from the system.
8. Remove EGR cooler following the procedure in
the Engine Service Manual.
Figure 133 EGR cooler without cross-over tube
EGES-270-1
9. Bolt EGR cooler pressure test plates to each end

of the cooler assembly.
10. Use regulated air pressure and apply no more
than 207 kPa (30 psi) to the EGR cooler assembly.
11. Submerge the EGR cooler assembly into a tank
of water. Watch for air bubbles leaving the cooler.
• If a leak is noticed, replace the EGR cooler.
• If a leak is not noticed, install the EGR cooler.
12. Fill cooling system.
14. Inspect cylinder head (removing components as
required) for cracks, porosity, and leaking cup
Figure 134 EGR cooler pressure test plugs.
1. EGR cooler pressure test plates (2)
2. Air pressure regulator
EGES-270-1
Coolant Over-Temperature • Digital Multimeter (DMM) with thermocouple
Symptom
Coolant System Inspection
When the coolant temperature is above 107 °C (224
°F), DTC 325 will be set and the control system will
command less fueling. A power loss may also occur.
°F), the red ENGINE lamp will be illuminated and DTC
321 will be set.
°F), the red ENGINE lamp will ßash, an audible alarm
will sound, and DTC 322 will be set. If the vehicle has
the warning protection feature enabled, the engine will
shutdown after 30 seconds.
Cause
• Low engine coolant level
• External coolant leaks
• Internal or external radiator blockage
• Broken/worn accessory drive belt
• Accessory belt tensioner failure
• Coolant thermostat stuck (closed)
• Slipping cooling fan drive clutch
Figure 135 Deaeration tank components
• Water pump failure
• Cooling fan blade assembly wrong/damaged
2. Deaeration tank
• Inoperative electric cooling fan 3. MAXIMUM coolant level mark
4. ADD coolant level mark
• Instrument panel gauge error
• Engine Coolant Temperature (ECT) sensor
biased 1. Check coolant deaeration tank for contamination
and correct Þll level.
• Incorrect radiator
• If coolant level is low, do step 2.
• Missing coolant thermostat
• If coolant level is correct, do step 6.
• Internal coolant leak
• If coolant is contaminated with oil, go to “Lube
• Chassis effects, transmission, after-market
Oil in Coolant” (page 122).
equipment
2. Inspect for coolant leaks. Check for external leaks
Tools
from coolant hoses, radiator, heater core, engine,
• Radiator pressure test kit and adapter or cylinder head cup plugs. Check for coolant in
oil.
• Regulated compressed air
• If any external leaks are found, repair
• EST with MasterDiagnostics® software
and Þll cooling system. Test again for
• EZ-Tech® interface cable over-temperature condition.
EGES-270-1
• If oil is contaminated with coolant, go to

“Coolant in Lube Oil” (page 109) in this WARNING: To avoid serious personal
section. injury, possible death, or damage to the
engine or vehicle, use extreme caution when
• If no leaks are found, do step 3.
purging air out of the cooling system.
6. Test again for over-temperature condition
injury, possible death and damage to the • If the engine is not running over-temperature,
engine: do step 7.
• Always allow the engine to cool for 15 • If the engine continues overheating, do step
minutes. 9.
• Wrap a thick cloth around the cap. 7. Install radiator pressure tester with the
8. Pressurize the cooling system to 96 kPa (14 psi)
steam scalding. • If coolant is leaking externally, identify the leak
and repair.
• If coolant is not leaking externally, but the
pressure is dropping, see “Coolant Leak to
Exhaust” (page 117) and “Coolant in Lube Oil”
or crankcase.
(page 109) in this section.
9. Inspect the condition of the following items:
3. Fill cooling system to the maximum coolant level cooling fan blade, shroud, accessory drive belt,
mark. accessory drive belt tensioner, cooling fan drive
clutch, operation of electric or air fan, and radiator.
CAUTION: To avoid radiator damage, when using
high pressure washer, be careful not to damage
radiator Þns with wand.
• If vehicle is new or recently repaired, verify
the correct part number for any component
related to the cooling system.
• If the radiator cooling Þns are blocked due to a
build-up of dirt or debris, use a power washer
to clean blockage from radiator Þns or any
debris on the cooling fan and fan drive clutch.
• If no problems are identiÞed, go to
“Temperature Electrical System Test” (page
120) in this section.
Figure 136 Coolant crossover pipe drain valve
Temperature Sensor Validation Test

4. Start the engine. 1. Install EST and check for active and inactive
5. Purge all air out of system by opening the coolant DTCs related to engine coolant over-temp
crossover pipe drain valve. Close the port when conditions.
coolant appears. • If any DTCs remain relating to coolant
over-temp condition, correct DTC before
continuing.
EGES-270-1
• If no DTCs exist, do step 2. 3. Install a manual gauge or DMM with a

thermocouple in the EGR cooler inlet port, operate
the engine, and use the EST to monitor ECT.
4. Run engine up to an operating temperature of at
least 70° C (158° F). While monitoring ECT using
the EST, instrument panel coolant temperature
gauge and the mechanical or electrical gauge.
Attempt to duplicate the operator’s concern of
coolant over-temp.
• If instrument panel coolant temperature
gauge reads a different temperature than the
EST and test gauge, refer to the Electrical
System Troubleshooting Guide for the
appropriate model and year of vehicle.
Figure 137 ECT sensor location • If test gauge and EST read values with a
difference greater than +/- 3° C (+/- 5° F),
do Electronic Control Systems Diagnostics for
2. Using the EST, compare Engine Coolant ECT circuit found in Section 7 of this manual.
Temperature (ECT), Engine Oil Temperature • If the gauge is reading correctly and the
(EOT), and Manifold Air Temperature (MAT) with engine is running over-temperature, go to
Key On Engine Off. All of the sensors should “Cooling System Operating Pressure Test”
read within 2° C (5° F) of each other. (page 121) in this section.
NOTE: This is only accurate if done after a cold
soak of at least 8 hours on the engine.
Cooling System Operating Pressure Test
1. Install the radiator pressure tester on the
deaeration tank and run engine at elevated
idle. Monitor the pressure in the system using
the tester gauge to see if pressure rises above
normal value of deaeration tank cap.
• If pressure is higher than the pressure rating
of the cooling system cap, go to “Combustion
Leaks to Coolant” (page 102) in this section.
• If pressure gauge reading is below pressure
rating of system, replace the thermostat.
Figure 138 EGR coolant outlet port
EGES-270-1
Lube Oil in Coolant

Symptom possible death and damage to the engine:
Coolant contaminated with lube oil will have oil in the • Always allow the engine to cool for 15
deaeration tank. minutes.
Cause • Wrap a thick cloth around the cap.
• Oil cooler • Loosen cap slowly a quarter to half turn.
Tools • Pause for a moment to avoid water or steam
scalding.
• Oil cooler pressure test plate
• Air pressure regulator
• Never add cold coolant to a hot engine. This
Procedure can result in a cracked cylinder head or
crankcase.
1. Verify if coolant is contaminated by inspecting
deaeration tank for presence of oil.
2. Place a coolant drain pan under the oil system
module.
Figure 139 Deaeration tank Þll position Figure 140 Coolant drain plug
2. Deaeration tank
3. MAXIMUM coolant level mark 3. Remove the coolant drain plug located at the
4. ADD coolant level mark bottom of the oil system module. Drain coolant
NOTE: Replace O-ring with a new O-ring when
installing the coolant drain plug.
EGES-270-1
Figure 141 Removing oil cooler
Figure 142 Checking the oil cooler for internal

4. Remove the eight bolts (M8 x 20) securing the oil leakage
cooler to the oil cooler housing. Separate the oil 1. Test plate set
cooler from the oil cooler housing. 2. Air pressure regulator
3. Coolant port (open)
4. Oil port
5. Pressure test the oil cooler following the

procedure in the Engine Service Manual. If a
leak is noticed, replace the oil cooler.
EGES-270-1
Fuel in Lube Oil 2. Remove the fuel Þlter housing cap.

NOTE: If the fuel Þlter housing cap is out of the
Symptom
system for an extended time, the O-ring will swell
Oil contaminated with diesel fuel will cause the oil level and needs to be replaced.
in engine to increase.
3. Add 2 oz fuel dye to the fuel Þlter housing.
Cause
NOTE: Use only recommended dye,
• Leaking fuel injector or injector O-ring (A leaking manufactured by Balkamp, Inc., available
injector sleeve or injector tip could cause at local NAPA Auto Parts stores, part number
contaminated engine oil, but would most likely be 765-2661.
identiÞed as a performance problem.)
4. Install the fuel Þlter housing cap.
• Cracked or porous cylinder head casting in fuel
CAUTION: Be sure to place a rag or suitable container
rail area cross-drillings
under the fuel pressure test valve when bleeding the
Tools fuel rail. Dispose of fuel in a correct container clearly
• 2 oz of fuel dye
NOTE: Engine fuel can be a threat to the environment.
• UV Leak Detection Kit (black light)
• Fuel pressure gauge kit pouring on the ground, in the sewers, in streams, or
bodies of water.
• Fuel pressure test adapter
• Inspection mirror
Procedure
NOTE: The black light requires warm-up time. Turn
on the black light
1. Verify oil contamination.
NOTE: Other issues that may contribute to fuel
dilution beside fuel injectors, include the following:
• Hard starting
• Running rich (strong fuel odor)
• Valve related issue
1. Valve
If the engine is mechanically sound and the oil 2. Center stem
has been changed, diagnose for fuel in the oil with
dye.
EGES-270-1

1. Valve
2. Center section Figure 145 Fuel Pressure Gauge
2. Fuel test line
3. Fuel Pressure Gauge
5. Clear test line
Figure 146 Fuel Pressure Test Adapter

use the Fuel Pressure Test Adapter.
EGES-270-1
10. Close the shut-off valve.

11. Remove the valve cover following the procedure
in the Engine Service Manual.
12. Start and run the engine at low idle for 3 to 5
minutes.
Figure 147 Fuel/Oil Pressure Test Coupler

Figure 149 High-pressure oil rail with injector
13. While the engine is running, use the black light to

inspect for yellow-green streams of dye running
between the valve spring seats at each injector.
A small mirror can aid in hard to reach areas.
Inspection should take no longer than 5 minutes.
Because disbursement of dye in the fuel, the
amount of dye seen does not indicate severity of
failure, only that a failure exists.
NOTE: If no dye or leak is found after running
engine, verify there is fuel dilution issue by oil
Figure 148 Fuel Pressure Gauge to fuel pressure analysis or observing an oil level increase.
test adapter
• If a leak is found, turn off the engine. Do steps
14 through 17.
5. Connect a fuel pressure gauge with shut-off valve • If a leak is not found, turn off the engine.
and clear 3/8” diameter hose to test valve. Continue with step 18.
6. Route the clear hose into a drain pan. 14. Remove the high-pressure oil rail following the
7. Open the gauge setup shut-off valve procedure in the Engine Service Manual.
8. Shine the black light at the fuel pressure gauge 15. Inspect remaining injectors for leaks. Failed
clear line. The dyed fuel will have a yellow-green injectors will have a solid yellow-green color
ßuorescent glow. around the intensiÞer body area (weep hole).
9. Using the priming pump, purge the fuel until the 16. Relieve the pressure in the fuel system to avoid
dyed fuel begins to ßow from the pressure gauge further contamination of oil.
clear hose.
EGES-270-1
17. Replace leaking fuel injector following the

procedure in the Engine Service Manual.
NOTE: If a set (six) of injectors must be replaced,
contact International® Technical Services to start
a case Þle.
18. Remove the high-pressure oil rail following the
19. Use the black light to inspect between each
injector and hold-down clamp. Do not remove the
injectors.
• If a leak is found, do steps 20 and 21.
• If no leak is found, do steps 22 through 24.
20. Relieve the pressure in the fuel system to avoid
further contamination of oil.
NOTE: If a set of injectors (six) must be replaced,
a case Þle.
22. Relieve the pressure in the fuel system to avoid
further contamination of oil.
Figure 150 Fuel injector weep hole
23. Remove each injector (one at a time) following the

procedure in the Engine Service Manual. Hold
each fuel injector over their respective injector
opening for several seconds to allow fuel to drain
from injector. Inspect each injector.
NOTE: If a set of injectors (six) must be replaced,
a case Þle.
EGES-270-1
Low Oil Pressure Oil Inspection
Symptom
Low oil pressure can cause any or all of the following: possible death or damage to the engine or
vehicle, read all safety instructions in the “Safety
• Red ENGINE lamp
Information” section of this manual.
• DTC 313 – Engine oil pressure below warning
1. Park vehicle on level ground.
level
2. Check oil level with oil level gauge.
• DTC 314 – Engine oil pressure below critical level
NOTE: Never check the oil level when the engine
• Engine knock
is running or immediately after the engine is shut
• Engine hard start or no start condition down; the reading will be inaccurate. Allow 15
minute drain down time, before checking oil level.
• Engine loss of power
NOTE: If the oil level is too low, the fuel injectors
• DTC 335 – ICP unable to build pressure during
will not work correctly. If the oil level is above the
cranking
operating range, the engine has been incorrectly
• DTC 333 – Injection control pressure above/below serviced, fuel is in the oil, or coolant is in the oil.
desired level
• Engine oil level will vary depending on
Cause temperature of engine
• Instrument panel gauge error • If oil level is low, Þll to the correct level and
retest.
• Low oil level: oil leak, oil consumption or incorrect
servicing • If oil level is at the correct level and not
contaminated, do step 4.
• High oil level: incorrect servicing, fuel in oil or
coolant in oil 3. Inspect oil for thickening and odor.
• Incorrect oil viscosity NOTE: When the crankcase lube oil is
contaminated with coolant, the oil will have a
• Incorrect EOP sensor
dark-gray or black sludgy appearance. The
• Stuck oil pressure regulator crankcase may also be overÞlled.
• Scored/damaged oil pump • If oil is contaminated, go to “Fuel in Lube Oil”
(page 124) or “Coolant in Lube Oil” (page 109)
• EOP sensor biased
test procedures located in this section.
• Broken, missing or loose piston cooling tube(s)
• If oil level is at the correct level and not
• Missing, damaged or worn bearing inserts or contaminated, do step 4.
camshaft bushings
4. Measure pressure at low and high idle. The
• Aeration (cracked pickup tube or pickup tube engine must be at operating temperature.
gasket)
• If oil pressure does not read within the
Tools speciÞcation listed in Appendix A in this
Manual, go to “Oil Pressure Regulator
• EST with MasterDiagnostics® software
Inspection” (page 129) in this section.
• EZ-Tech® interface cable
• If oil pressure reads within speciÞcation
• Gauge bar tool listed in Appendix A in this Manual, compare
mechanical gauge readings with instrument
• Air Regulator
panel gauge and Engine Oil Pressure (EOP)
• Shut-off valve value on the Electronic Service Tool (EST).
EGES-270-1
• If mechanical gauge and EST read values Oil and Crankcase Inspection
with a difference greater than +/- 14 kPa (+/-2
1. Drain oil from engine. Inspect oil drain plug
psi), perform Electronic Control Systems
magnet, drained oil and oil Þlter for foreign debris.
Diagnostics for the EOP circuit as described
in Section 7 in this Manual. • An oil sample should be taken to determine
level of engine wear metals and contaminants
• If instrument panel engine oil pressure gauge
in the oil.
reads a different value than the EST and
mechanical gauge refer to the Electrical
System Troubleshooting Guide for the model
and year of vehicle.
Oil Pressure Regulator Inspection
Figure 152 Bottom of engine
Figure 151 Oil pressure regulator
1. Remove and inspect oil pressure regulator as

described in the Engine Service Manual.
• The oil pressure regulator piston should move
freely in its bore.
• If oil pressure regulator is functional and
passes inspection, install regulator following
the procedure in the Engine Service Manual. Figure 153 Oil pickup tube assembly and gasket
Go to “Oil and Crankcase Inspection” (page
129) in this section. 1. Oil pickup tube assembly
2. Gasket
EGES-270-1
Figure 156 New piston cooling tubes

1. New piston cooling tube (unknurled) – DT 466
engines
2. New piston cooling tube (knurled) – DT 570 and HT
570 engines
Figure 154 Piston cooling tube NOTE: The piston cooling tube was redesigned. The
new piston cooling tube is lighter and structurally
stronger. The piston cooling tubes with knurling are
2. Remove oil pan following the procedure in the used on the HT 570 and DT 570 engine. The piston
Engine Service Manual. cooling tubes without knurling are used on the DT
466 engine.
3. Inspect for missing, loose, plugged or damaged
oil pickup tube, pickup tube gasket, piston cooling Oil Pump Inspection
tubes, bearing inserts, and cam bushings.
• If unable to identify any damaged parts, Go to
“Pressurized Oil System Leak Inspection” in
this section.
Figure 157 Oil pump housing cover
Figure 155 Old piston cooling tube 1. Outer gerotor

2. Oil pump housing plate
3. Inner gerotor
4. Oil pump housing
EGES-270-1
1. Remove and inspect the lube oil pump as Front Cover Inspection
described in the Engine Service Manual.
• Inspect the lube oil pump housing and plate
for gouging, deep scratches, 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” (page 131) in this section.
Figure 158 Front cover oil pressure leak

locations
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 and
test.
EGES-270-1
Priming Fuel System CAUTION: Do not add fuel to the fuel Þlter header.
This can add contaminates to the fuel.
Tools
• Fuel Pressure Gauge
• Fuel pressure test adapter
• Fuel Test Fitting
If the engine runs out of fuel, do the following:
1. Set parking brake and place transmission control
lever to NEUTRAL or PARK.
2. Verify that there is at least 15 liters to 19 liters (4
gallons to 5 gallons) of fuel in the tank.
Figure 159 Fuel system components
NOTE: If your vehicle is equipped with dual fuel tanks,
1. Water drain valve Þll each tank with 15 liters to 19 liters (4 gallons to 5
2. Fuel Þlter cover gallons) of fuel.
3. Fuel Þlter header
4. Drain valve (fuel) 3. Unlock the fuel primer pump assembly by turning
5. Fuel primer pump assembly the knob counter-clockwise.
6. Fuel Pressure Test Valve 4. Fill the fuel Þlter header and fuel rail by pumping
the fuel primer pump.
5. Pump the system until enough pressure is built
WARNING: To avoid personal injury, up. Typically, 20 to 30 pumps will build enough
possible death or damage to the engine or vehicle, pressure. At this point, the pump plunger will
make sure the transmission is in neutral, parking become difÞcult to pump. Make sure the pump
brake is set and wheels are blocked before doing plunger is pushed in when Þnished. It is not
diagnostic or service procedures on engine or necessary to lock the fuel primer knob at this
vehicle. time.
• If the pump is working correctly and the
WARNING: To avoid serious personal injury pressure is built up, do step 11.
or possible death, make sure that the engine has
cooled down sufÞciently before attempting to • If the pump plunger does not pump on the
prime the fuel system. Þrst attempt, the fuel system may be full of
compressed air. Do step 6.
WARNING: To avoid serious personal injury • If little pressure is felt after pushing the knob
or possible death: do not allow engine fuel to of the fuel primer pump several times, air must
stay on your skin. Clean your skin and nails with be bled from the fuel rail. Do step 8.
soap and water, or a good hand cleaner. Wash or
properly throw away clothing or rags containing WARNING: To avoid serious personal injury
used engine fuel. Used engine fuel contains or possible death, wear safety glasses with side
certain elements that may be unhealthy for skin. shields when performing the following procedure.
EGES-270-1
CAUTION: Be sure to place a rag or suitable container NOTE: Engines are equipped with a fuel pressure
under the fuel pressure test valve when bleeding the test valve in the form of either a Shrader valve or a
fuel rail. Dispose of fuel in a correct container clearly diagnostic coupling.
6. Place either a shop rag or suitable container under
NOTE: Engine fuel can be a threat to the environment. the fuel pressure test valve.
NOTE: It is recommended to use the Fuel Pressure
pouring on the ground, in the sewers, in streams, or
Test Adapter to avoid bending the needle in the
bodies of water.
Shrader valve. The Fuel Pressure Test Adapter is
part of Fuel Pressure Test Kit ZTSE4657.
7. Depress the fuel pressure test valve center
section.
• If air is released, and you can now pump the
primer hand pump, go to “Aerated Fuel” (page
104) in this section.
• If unable to work the pump after releasing
pressure from the fuel test valve, repair the
fuel pump primer.

1. Valve
2. Center stem
Figure 162 Fuel Pressure Gauge

2. Fuel test line
3. Fuel Pressure Gauge
5. Clear test line
1. Valve
2. Center section
EGES-270-1

8. Install the Fuel Pressure Gauge with shut-off valve
into the test port at the front of the intake manifold.
Run the discharge hose into a bucket.
9. Open the shut-off valve. Pump the fuel primer
pump knob until a steady stream of fuel ßows out
of the clear hose.
• If fuel has air bubbles, go to “Aerated Fuel”
• If fuel ßows without air bubbles, close shut-off
valve. Do step 10.
Figure 163 Fuel Pressure Test Adapter 10. Pump the fuel primer pump again to build
pressure in the system. Lock down the knob.
11. Start the engine.
use the Fuel Pressure Test Adapter. 12. If the engine does not start in 20 seconds, repeat
the priming procedure.
13. Once the engine starts, let it run for Þve to 10
seconds, then shut-off the engine. Turn the fuel
primer pump knob clockwise to lock in place.
14. Remove fuel pressure test Þtting (if used)
and dispose of any fuel in correct container
clearly marked DIESEL FUEL according to local
regulations.
Figure 164 Fuel/Oil Pressure Test Coupler
EGES-270-1
Rough Idle – Section 6 (page 205) in this manual for speciÞc

details on each test.
Cause
3. Do Test 1 (Diagnostic Trouble Codes) on
• Engine oil (aerated, incorrect grade, low oil level,
Performance Diagnostics form. Intermittent
extended drain interval)
sensor, injector or wiring harness faults can affect
• Poor fuel quality engine idle conditions. The ECM may have
detected and recorded these conditions.
• Low fuel pressure
4. Do Test 2 (KOEO Standard Test) on Performance
• Aerated fuel
Diagnostics form. This test will verify electrical
• Electronic control system faults (ECM and IDM) operation of actuators.
• Injection control pressure system problems 5. Do Test 3 (KOEO Injector Test) on Performance
Diagnostics form. This test will verify that the
• Fuel injectors not working properly
injectors are working electronically.
• EGR valve stuck open
6. Do Test 4 (Engine Oil) on Performance
• Power cylinder problems Diagnostics form. Check engine oil level. Verify
correct oil grade for ambient temperature. See
• Valve train problems
Engine Operation and Maintenance Manual,
• Engine or ßywheel balance problems Engine Lubrication Requirements section.
ConÞrm oil meets correct API speciÞcation for
• Exhaust system to cab/chassis contact
your model and year of engine.
• Loose/worn engine mounts
7. Do Test 5 (Fuel) on Performance Diagnostics
form. Verify quality and quantity of diesel fuel.
Procedure
Poor quality fuel or low cetane rating can cause
1. Verify complaint. ConÞrm conditions when white smoking, engine misÞre, and low power.
complaint is present. See Engine Operation and Maintenance Manual,
Fuel Requirements section for your model and
When does engine rough idle occur?
year of engine to determine minimum necessary
• Hot – operating temperature fuel grade and cetane rating.
• Cold 8. Do Test 6 (Fuel Pressure and Aerated Fuel) on
Performance Diagnostics form. Measure fuel
• After high speed operation
pressure at fuel rail (intake manifold). Low fuel
• Over entire engine speed range pressure, aerated fuel, and fuel inlet restriction
will cause the engine to misÞre and a loss of
• Combination of the above conditions
power.
• Is there chassis vibration or any other
9. Do Test 9 (KOER Standard Test) on Performance
conditions/observations present when engine
Diagnostics form. This test will verify the
idles rough.
functionality of the injection control pressure
2. Inspect exhaust system for contact with cab, system. The engine must be at operating
frame or body of vehicle. temperature 70 °C (158 °F) to do this test.
Engine exhaust pipe contact with cab may 10. Do Test 10 (Injection Control Pressure) on
transmit engine vibrations to cab, especially Performance Diagnostics form. This test will
on acceleration or engine shifts. This condition conÞrm if the injection control pressure system
may be incorrectly diagnosed as a rough idle is functioning properly and verify injection control
complaint. pressure stability.
Complete the following tests on the Performance 11. Do Test 11 (Injector Disable) on Performance
Diagnostic form. See “Performance Diagnostics” Diagnostics form. The primary function of this
test is to show the contributions of the individual
EGES-270-1
power cylinders. The test will detect a weak • Isolate the engine from transmission by
cylinder which could be the result of an injector removing the transmission, clutch and
or base engine problem. pressure plate or torque converter. Start
the engine and evaluate for roughness. If
• Test 11 is used in conjunction with Test
the engine runs smooth, replace the torque
12 (Relative Compression) to distinguish
converter or replace clutch and pressure
between an injector or mechanical problem.
plate.
12. Do Test 12 (Relative Compression) on
• Following the procedure in the Engine
Performance Diagnostics form. This will verify
Service Manual, remove the ßywheel and
base engine compression.
verify proper orientation. If orientation is
• Test 12 is used in conjunction with Test 11 correct, replace or rebalance ßywheel. When
(Injector Disable) to distinguish between an removing/installing the ßywheel, ensure that
injector or mechanical problem. the locating dowel is in the right place and
that the ßywheel is located properly on the
13. Do Test 16 (Crankcase Pressure) on Performance
dowel.
Diagnostics form. This test will determine the
condition of the power cylinders and base engine. • For new engines only remove the oil pan
following the procedure in the Engine
14. Inspect for engine and ßywheel balance. Engine
Service Manual. Inspect the crankshaft
roughness at idle that gets worse with a no load
counterweights to ensure balance holes
acceleration may be caused by an out of balance
exist.
condition.

engine or vehicle, support the vibration
damper during mounting bolt removal.
The damper can slide off the nose of the
crankshaft very easily.
• Following the procedure in the Engine Service
Manual remove the vibration damper and
inspect the elastomer layer for cracks and
misalignment. If no problem is found, install
vibration damper following the assembly
procedure found in the Engine Service
Manual. Verify that locating dowel on the
end of the crankshaft pulley is aligned with
locating hole in the balancer for proper
installation.
EGES-270-1
Smoke • EGR stuck open on startup

Two types of smoke conditions can occur, black and • EGR cooler leaking coolant into exhaust
white. Dark-gray smoke is considered black smoke.
• Loose or failed injector
Light-blue smoke is considered white smoke.
• Bent connecting rods
Refer to the following corresponding smoke condition
for symptom, cause, and diagnostic procedure. • Worn piston rings
• Low compression
Black Smoke • Coolant leaking into the intake manifold through
the cylinder head cup plugs
Cause
• Coolant leaking into combustion chamber
• Air intake or exhaust restriction
• Aerated fuel
• Turbocharger failure, turbocharger blade damage
or turbocharger wheel stuck
Procedure
• Loose or failed injector
1. In cold ambient temperatures, some white smoke
• Altitude (black smoke on hard acceleration or is normal until the engine is up to operating
snap acceleration may be more pronounced at temperature.
higher elevations)
• Ensure that engine is up to operating
• Failed Manifold Absolute Pressure (MAP) sensor temperature 88 °C (190 °F) prior to verifying
a white smoke complaint.
• Failed Exhaust Back Pressure (EBP) sensor
• If the engine is unable to obtain operating
• Failed Injection Control Pressure (ICP) sensor
temperature during a road test, verify
thermostat opening temperature 88 °C (190
Procedure
°F).
1. If engine has fuel knock or there is evidence of
2. Do Test 15 (Inlet Air Heater System) on Hard Start
fuel in the exhaust, remove exhaust manifolds and
and No Start Diagnostics form to verify inlet air
inspect for fuel in the exhaust ports. (Suspect
heater operation.
loose injectors, missing or damaged O-ring and
gasket on bottom of injector). 3. Do Test 5 (Fuel) on Performance Diagnostics
form. Verify quality and quantity of diesel fuel.
2. Inspect air inlet system and exhaust system for
Poor quality fuel or low cetane rating can cause
possible sources of restriction.
white smoking, engine misÞre and low power.
3. Inspect turbocharger for oil leakage or failure of See Engine Operation and Maintenance Manual,
blades. Fuel Requirements section for model and year
of engine to determine minimum necessary fuel
4. Do Test 7 (Intake Restriction) on Performance
grade and cetane rating.
Diagnostics form or in Section 6 of this manual.
4. Do Test 6 (Fuel Pressure and Aerated Fuel) on
5. Do Test 8 (Exhaust Restriction) on Performance
Performance Diagnostics form to verify aerated
Diagnostics form or in Section 6 of this manual.
fuel.
5. Do Test 11 (Injector Disable) and Test 12 (Relative
White Smoke Compression) on Performance Diagnostics form
to identify failed injector or weak power cylinder.
Cause
6. Do Test 16 (Crankcase Pressure) to measure
• Cold engine
condition of power cylinders.
• No Intake Air Heater (IAH) operation
• Poor quality fuel
EGES-270-1
7. If there is coolant loss without engine overheating, • UnÞltered air entering the engine can
check for coolant in exhaust. cause excessive power cylinder wear and
turbocharger compressor blade damage. If
• If coolant is leaking from exhaust or can be
power cylinder wear is suspected, identify
smelled in the exhaust, go to “Coolant Leak
smoking cylinder(s) by removing exhaust
to Exhaust” (page 117) in this section.
manifolds and running engine.
8. If engine has fuel knock or evidence of fuel in
• If coolant is found in the intake manifold,
exhaust, remove exhaust manifolds and inspect
check cylinder head cup plugs and intake
for fuel in the exhaust ports. (Suspect loose
manifold. Go to “Coolant Leak to Exhaust”
injectors, missing or damaged O-ring and copper
gasket on bottom of injector).
10. If engine is overheating with coolant loss,
9. Inspect air induction system for evidence of water
and cylinder head gasket or injector sleeve is
ingestion or evidence of unÞltered air entering the
suspected for leaking, go to “Combustion Leaks
engine.
to Coolant” (page 102) in this section.
• Water ingestion could have caused a
hydraulic lock and bent connecting rods. If
water ingestion is suspected, identify smoking
cylinders by removing exhaust manifolds and
running engine.
EGES-270-1
Low Power (Turbocharger Assembly and should move through pre-cycle smoothly and not
Actuator) chatter, vibrate, hesitate or slow down during
pre-cycle. Each pre-cycle should be completed
Symptom in less than one second.
Excessive low power on take-off or intermittent low NOTE: When pre-cycle is complete with key-on
power from drive cycle to drive cycle engine-off, the linkage should not move by hand.
Cause • If pre-cycle fails, do step 3.
• Electrical power or ground issue • If pre-cycle passes, the turbocharger or
actuator may not be cause of low power.
• Inoperative turbocharger assembly
— Verify that all tests on Performance
• Failed turbocharger actuator
Diagnostic form do not indicate another
Tools cause.
• Digital Multimeter (DMM) — If the low power complaint is intermittent,
and all tests on Performance Diagnostic
• Turbo Breakout Harness
form do not indicate another cause, do
• 12-pin Breakout Harness step 3.
3. Connect turbocharger breakout harness between
Procedure
engine harness and actuator harness. Measure
1. Turn the ignition switch to OFF. voltage between actuator power and ground
terminals with key-on engine-off.
a. Move turbocharger linkage through its full
range of motion by hand. Linkage should • If pre-cycle fails, and voltage is 10 V or more,
move smoothly and not chatter or hesitate. replace the actuator.
b. Do a bounce test by moving turbocharger • If low power complaint is intermittent, and
linkage all the way out towards frame rail voltage is 10 V or more, inspect turbocharger
and let it go. Linkage should move towards power and ground wires for corroded or loose
engine, bounce, and stay there. connections.
• If linkage moves smoothly, do step 2. — If power and ground wires are
properly connected, not corroded,
• If linkage does not move smoothly,
and performance diagnostic tests do not
remove turbocharger actuator and move
indicate another cause of low power,
linkage through its full range of motion.
replace the actuator.
— If linkage moves smoothly, replace
• If voltage is low, repair low voltage problem.
turbocharger actuator.
See “VGT Actuator” in Section 7 (page 524).
— If linkage does not move smoothly,
— Go to step 2 and test again.
replace turbocharger assembly.
NOTE: The turbocharger actuator can be tested
2. Turn the ignition switch to ON. Watch
again with a known good power and ground
turbocharger linkage during pre-cycle movement.
supplied directly through turbocharger actuator
Linkage should move all the way out towards
breakout harness.
frame rail, move all the way back in towards
engine, and move back out about half way.
Check pre-cycle three times with at least three
seconds of key-off time between tests. Linkage
EGES-270-1
EGES-270-1

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r k v m t m p o
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t v n p t n r k n z q p s j k v m o j s r m z k q s j k t v n p t n r k
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m k r x q v n v v n p s ~ }
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y q v r x q v n v v n p s ~ }
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m p q v w n s m q p } i j k ¨ k j m t k z k p s m t n s m q p | w k v m r
n r q q p s j k z q q v n w q p s j k q k v n s q v r r m z k
i v n p r w m r r m q p n p n · s q

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2 - $
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u q v w { k k ² l m n o p q r s m t i v q k q z k r ´ §
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. $
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z k p s m k v x { l } £ n v n w k s k v z k p s m k v x £ l } n p z
¥ k n v l i r
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p z m t n s k r n t s m k q v m p n t s m k l i r
l m n o p q r s m t u q v w
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k p o m p k j n r p q s k k p v p q v ¦ s q j q v r

m p z m t n s k r n l i q v n t q p z m s m q p t v v k p s ~ m p s j k
s j k p o m p k q q n p s i k w k v n s v k x i }
r ~ r s k w j k p s j k m o p m s m q p r m s t j m r s v p k z q
p o m p k m i k w k v n s v k x i } n p z n p m q z
n p n t s m k l i k t q w k r m p n t s m k x n v q k w
m v i k w k v n s v k x i } r j q z k m s j m p

v k w n m p r s j k l i m k n t s m k q p s j k p k © s
Æ x Æ u } q k n t j q s j k v i j k p s n k m v
m o p m s m q p r m s t j t ~ t k n p z s j k { i m z m r n ~
i k w k v n s v k x i } t q z k n k z k o v k k r
n t s m k · m p n t s m k }
j m o j k v q v q k v z k s q n r s k v q s r m z k k p o m p k
s k w k v n s v k t j n p o k
: m s j s j k m o p m s m q p r m s t j q p m p n t s m k

m p z m t n s k r n l i q v n t q p z m s m q p z v m p o n v k m q r
i j k p k t s m q p q p s v q £ v k r r v k x £ } n p z
k ~ t ~ t k j k p s j k m o p m s m q p r m s t j m r s v p k z
¢ v n k q p s v q £ v k r r v k x ¢ £ } n k r w n ~
Ç s q u u m p n t s m k l i r v q w n v k m q r m o p m s m q p
t s n s k n r w t j n r ¥ £ n x r m }
r m s t j t ~ t k v k w n m p m p s j k w k w q v ~ p s m
k t s v q w n o p k s m t p s k v k v k p t k x } q v o v q p z
t k n v k z
r j m s t n p t n r k n p m p r m o p m t n p s q s n o k r j m s
s j n s z q k r p q s m p z m t n s k n v q k w
, : · : g m s j s j k m o p m s m q p r m s t j q p

n t s m k · m p n t s m k m p z m t n s k r n l i q v n t q p z m s m q p
p o m p k m £ v k r r v k x £ } n p m q z m v

t v v k p s ~ m p s j k r ~ r s k w n p z n r v k r k p s m p
£ v k r r v k x £ } n p z © j n r s ¢ n t £ v k r r v k
Ç v k m q r k ~ t ~ t k r m s j k t q z k r k v k p q s t k n v k z
x ¢ £ } n k r w n ~ t s n s k n r w t j n r ¤ £ n
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l k p k r k n t j l i
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' $
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k t s v q p m t r n m v k
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r j q z k n s j k n v q w k s v m t v k n z m p o q v ~ q v
u n m v k q s j k £ r k p r q v q v £ r ~ r s k w
v k o m q p
u n m v k q s j k m v n p n o k w k p s { ~ r s k w x { }

v k n k r p q v w n

u n m v k q l m n w q p z ¡ q o m t » k p o m p k v n k
n p q v w n n k r n v k r r k t s k z v k t q v z q p
l m n o p q r s m t u q v w n p z r k k k v n s m q p n ¨ q s n o k
s n k r m p { k t s m q p ¤ x n o k ¦ ¥ } q v n m t n k
r k p r q v
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i q z k s k v w m p k k k t s v m t n w n p t s m q p r z k s k t s k z ~ s j k
r k s k r s n p z s s m v t m s j k t x }

2 2 / #
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¥ { k k t s l m n o p q r s m t r v q w s j k w k p n v
r m p o v m r k { m s t j k r ´ m p { k t s m q p ¥ x n o k ¤ }
{ k k t s Å k ~ p p o m p k i k r s r v q w s j k z v q

z q p w k p
# g j k p r m p o s j k { i s q z q Å q v Å
= , . 5 g : 0 4 h
z m n o p q r s m t s k r s r { s n p z n v z i k r s m r n n ~ r r k k t s k z
'
n p z v p v r s s j k m o p m s m q p r m s t j m r p q s t ~ t k z s j k
: h 4 4
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u v q w s j k Å l m n o p q r s m t r w k p r k k t s
{ k s n v m p o v n k s q k p r v k s j k t q v v k t s r m o p n
{ s n p z n v z s j k p r k k t s p s q r s n v s s j k s k r s
v q w s j k k t s v q p m t { ~ r s k w q p s v q k v x { }
i j k m t q w k s k n p m p s k v p n r k s k r s n p z
i v p s j k m o p m s m q p r m s t j s q | x l q p q s t v n p
n p j k p s j k m r q k v s j k l i m p z q
k p o m p k }
m r j q l i r m s j k v k m r n v q k w
# g i j m r s k r s s n k r k r r s j n p r k t q p z r
j m k s j k s k r s m r v p p m p o s j k n r s k v l m n o p q r s m t r »
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³ k t q v z n l i r q p l m n o p q r s m t u q v w { k k
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x m k m k z }
u q v m p m s m n t n m v n s m q p r m s j k r ~ r s k w q s n o k
m r k r r s j n p ¥ q s r l i w n ~ k t q w k
n t s m k
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z q p q s r q v s l i
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2 (

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x k k t s v q p m t n ~ } ~ k p k v o m É m p o m p k t s q v r m p n
v q o v n w w k z r k k p t k i j k w q p m s q v r s j k l
v k r s r v q w s j m r s k r s n p z s v n p r w m s r l i r m m p k t s q v r
q v m p k t s q v t m v t m s r n v k p q s q v m p o t q v v k t s ~

2 + / # 0
{ k k t s l m n o p q r s m t r v q w s j k w k p n v

{ k k t s Å k ~ p p o m p k i k r s r v q w s j k z v q

z q p w k p
# g j k p r m p o s j k { i s q z q Å q v Å
= , . 5 g : 0 4 h
z m n o p q r s m t s k r s r { s n p z n v z i k r s m r n n ~ r r k k t s k z
'
n p z v p v r s s j k m o p m s m q p r m s t j m r p q s t ~ t k z s j k
: h 4 4
{ s n p z n v z i k r s z q k r p q s j n k s q k v p n o n m p

¥ u v q w s j k Å l m n o p q r s m t r w k p r k k t s
# g i j k Å p k t s q v i k r s t n p q p ~ k z q p k m s j
p k t s q v s j k p r k k t s p s q r s n v s s j k s k r s
s j k { i r m p o n r s k v l m n o p q r s m t r » r q s n v k
# g l v m p o s j m r s k r s m p k t s q v r q k p q m z r r j q z
t m t m p n p w k v m t n r k k p t k p q s s j k v m p o q v z k v
j k p n t s n s k z n r k v m k r q t m t r n v k p q s j k n v z
q v k n t j m p k t s q v q p k q v w q v k m p k t s q v r n v k p q s
n t s m n s m p o
i j k l i m p z q m r j q l i r q v k k t s v m t n
v q k w r
k t q v z l i r q p l m n o p q r s m t u q v w { k k
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³ ¥ } q v l i r
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³ k n v l i r
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¨ n k t q k v o n r k s
u n s ~ m v m p o j n v p k r r t q p p k t s m q p q p m p k t s q v t q m
u n m k z m p k t s q v t q m
u n m k z p k t s q v l v m k q z k x l }
( 8 $
u n m k z x p q s r k p z m p o s k r s v k k r s s q l }
* 4
¤ j k p p m r j k z m s j s j m r s k r s t q r k s j k ¨ | Ã
u n s ~ m v m p o | z n s n m p

r k r r m q p { k k t s { k r r m q p v q w w k p n v s j k p
q r k u n s ~ m v m p o l q k v n p z o v q p z
' $ u n s ~ m v m p o l w n m p q k v v k n ~
p k t s q v m v m p o j n v p k r r q k p q v r j q v s k z
> ? > @ A B C D A E
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& # 1 { k k ² l i ³ ³ £ k v q v w n p t k { k t m t n s m q p r ´ §

³ } q v r k t m t n s m q p r n p z v k t q v z q p l m n o p q r s m t
u q v w
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k p l Ë y n v z { s n v s Ë | q { s n v s r r p s q w q p m s q v
(
k p o m p k q k v n s m q p
¥ i v p s j k m o p m s m q p r m s t j s q |

k t q v z Å v k n z m p o r q p l m n o p q r s m t u q v w
i q z k s k v w m p k m k p o m p k r ~ r s k w r w k k s q k v n s m p o
v n p k p o m p k q v r k t q p z r n p z v k n z { i s q
r k t m t n s m q p r s q r s n v s k p o m p k
w k n r v k ¨ ¢ i £ £ £ £ n p z ¢ £
³ k t q v z v k n z m p o r q p l m n o p q r s m t u q v w
3 # 4 #
¢ n s s k v ~ q s n o k w r s k ¤ ¨ q v w q v k

q s n o k s q s j k z v q r k q ¤ ¨ s j k
m p q s v k w n m p q k v k z
g s j k n s s k v ~ q s x ¨ ¢ i } £ l m r k r r
s j n p n t s n n s s k v ~ q s n o k q v s j k { i m r p q s
t q w w p m t n s m p o m s j s j k r k k k t s v q p m t

q p s v q q z k £ q k v x £ } m p { k t s m q p
¤ x n o k ¥ ¦ }
= , . 5 g : 0 4 h
' h
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q v r k z m w k p s z k v m r q v v r s k n p n p z
z m k r k k
v k n t k n r v k m v k z
x z m k r k k m r t q p s n w m p n s k z t q v v k t s s j k
t j k t k s n p r n p z k m p k r k n p
t q p z m s m q p n p z v k s k r s }
Ç
n p z r j m p k t k r r n v ~
s j k k s k v n r p q s r k v m t k z q v z v n m p k z q v
£ v m w k k r ~ r s k w { k k ² £ v m w m p o s j k u k { ~ r s k w ´
n q p o s m w k r q w k r k z m w k p s q v n s k v t q z k
m p { k t s m q p x n o k ¥ } q v v q t k z v k
m p s j k k s k v j q r m p o
' $
# g q z k n s j k v t n p t n r k k n © m p o m p
¡ q k k k m p k s n p
r q w k o v n z k r q z m k r k k n © m p o m v k r s v m t s
Ç
q v r s q k q s j v q o j s j k k s k v
p m p k k n k x m k m k z } t q z k r j s q
u k r ~ m p k t q z k v q k p q v t v m w k z
i j k k s n p m t s k t q z k t q o o k z q v
t v n t k z
{ k w k p s n s k v r q v n s k v r k n v n s q v r w n ~ k
o o k z q v k n m p o n q m p o n m v s q k p s k v s j k k
r ~ r s k w
u n m k z r k n q v m p k s s s m p o m p k s k v j q r m p o
n s k v q v t q p s n w m p n p s r m p k s n p

> ? > @ A B C D A E
` a
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t k m p k m p k r u k t q z k n © k z q v k k z x r n ~ v n z k l }

l k v m r m p k s n p
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t q z s k w k v n s v k r
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( # 4 ³ p r k t s n s s k v ~ t n k n p z r k t q p p k t s m q p r q v
t q v v q r m q p t q p p k t s m q p r w r s k r k n s k z m p
o q q z t q p z m s m q p n p z v k k q z n w n o k q v t q v v q r m q p
¤ p r k t s k p o m p k m v m p o j n v p k r r q v t q v v k t s v q s m p o
n p z v q s k t s m q p n o n m p r s v m p o q v t j n p o
¦ j k t s j k q q m p o t q w q p k p s r q s j k n m v
m p z t s m q p r ~ r s k w q v k n r
p r k t s n m v s k v j q r m p o q v z n w n o k q v
z m r s q v s m q p s j n s t q z n q p s k v k z n m v m p s q
s j k k p o m p k
+ (
p r k t s n m v s k v j q r m p o q v k p z r k n
w q k w k p s p z r k n w q k w k p s m r m p z m t n s k z m

s j k r k n t q p s n t s n v k n m r q m r j k z q m r j k z
t q p s n t s n v k n m p z m t n s k r s j n s p s k v k z n m v j n r
i q m p r k t s k p o m p k n p z t q p s v q r ~ r s k w q v z n w n o k
n r r k z ~ s j k s k v k k w k p s n p z m p s q s j k
x k n r q k p t q p p k t s m q p r q v j n v p k r r t j n p o }
k p o m p k

p r k t s n m v s k v k k w k p s q v k p z t n z k p s r
p r k t s m q p n w
j q k r z n w n o k z r k n r n p z r q q s
p r k t s n m v m p s n k j q r k r n p z t n w r q v

s m o j s p k r r n p z q r m s m q p m p o q k v r k n m p o k n z r
p r k t s s j k t j n r r m r w q p s k z j n v o k m v
= , . 5 g : 0 4 h

q q k v x } n p z m m p o
' h
: h 4 4
# g p s k v k z n m v m t n r k n t t k k v n s k z

k p o m p k k n v
p r k t s k r ~ r ~ r s k w x m p t z m p o s n p n p z
k t q v z m z k p s m k z v q k w r q p l m n o p q r s m t u q v w
m p k r } q v k n r n p z z n w n o k
v q k w r k v k m z k p s m k z v k n m v n r
j k t j m o j v k r r v k q m m p k v q w j m o j v k r r v k
p k t k r r n v ~ n p z k v m ~ m n j n v z r s n v s n p z
w s q r ~ w n p m q z q v w n q v k n r
p q r s n v s t q p z m s m q p r s m k © m r s r
¥ j k t k p o m p k q v q m k n r
p q v q k w r k v k m z k p s m k z t q p s m p k m s j
s j k p k © s z m n o p q r s m t s k r s
p r k t s t q q m p o r ~ r s k w q v k n r
' $
j k t r k p r q v v k n ~ n p z t q p s v q w q z k
t q p p k t s m q p r t q p p k t s m q p r w r s k r k n s k z m p
¡ q q r k q v k n m p o k r ~ m p k r t q z t n r k k
o q q z t q p z m s m q p n p z v k k q z n w n o k q v t q v v q r m q p
r ~ r s k w s q q r k v m w k
# g i j k k p o m p k m p q s r s n v s m s j k q q m p o
Å m p k z q v q t k z k r ~ m p k r t n p v k r s v m t s k
t q w q p k p s r n v k z m r t q p p k t s k z q v z n w n o k z
Ç
q
p k t s m q p £ v k r r v k k o n s q v x £ } n k
n r r m k q v k © t k r r m k k q v q m k n r
n w r j n s £ q r m s m q p x £ } r k p r q v
q q n p s k n r t q z m p z m t n s k r k v m q r k p o m p k
z n w n o k
v n p r j n s £ q r m s m q p x Å £ } r k p r q v
l n w n o k z q v m p t q v v k t s ~ m p r s n k z k k t s v q p m t
k t s v q p m t q p s v q q z k x }
t q p p k t s q v r
p k t s q v l v m k v q z k x l }
¢ q t n o k m p s j k n m v m p z t s m q p r ~ r s k w
> ? > @ A B C D A E
` a
µ
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x n o k } q v ² q q n p s m p ¡ k m ´ x n o k }
m p { k t s m q p
q m k k m r q s q t q v v k t s k k n p z s k r s
n o n m p
j k t k p o m p k r k v m t k v k t q v z r q v t q v v k t s q m o v n z k
n p z m r t q r m s ~ q v n w m k p s q k v n s m p o s k w k v n s v k r
- = ; 8 ' ; 2 $ " 8 !
¡ q p o q m z v n m p m p s k v n r t n p m p t v k n r k q m m r t q r m s ~ ¶
s j m t k v q m m w n k k p o m p k t v n p m p o n p z r s n v s m p o
w q v k z m t s k q v k k É m p o s k w k v n s v k r
+ +
{ k k ² ¡ v m t n s m q p k m v k w k p s r ´ m p s j k ñ ò ó ô ò õ

õ ÷ û ô ò û ò ú û ô ò õ ò û ò ù õ ú û ò ü û ý x q v s j m r
k p o m p k ½ r w q z k p w k v n p z w q z k ~ k n v } q p v w

s j n s q m w k k s r t q v v k t s £ t n s k o q v ~
i q z k s k v w m p k m t v n p t n r k q m k k n p z q m n m s ~ n v k
k t q v z t q p t k v p r q p l m n o p q r s m t u q v w
t q v v k t s s q k p r v k q k v n s m q p q s j k p k t s m q p q p s v q
£ v k r r v k x £ } r ~ r s k w
' $

1 :
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m k n
m t q p r w s m q p

p t q v v k t s r k v m t m p o
= , . 5 g : 0 4 h
* :
'
p t q v v k t s r k v m t m p o
: h 4 4

u k m p q m
£ n v k j m t k q p k k o v q p z
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j k t q m k k m s j q m k k o n o k
p t q v v k t s q m k k o n o k
# g | k k v t j k t s j k q m k k j k p s j k k p o m p k
$
m r v p p m p o q v m w w k z m n s k ~ n s k v s j k k p o m p k m r r j s
~ m p z k v j k n z o n r k s k n
z q p ¶ s j k v k n z m p o m k m p n t t v n s k q
w m p s k z v n m p z q p s m w k k q v k t j k t m p o q m k k
u n m k z t o m p t ~ m p z k v j k n z
# g s j k q m k k m r s q q q s j k k m p k t s q v r
p k t s q v r k k k k n
m p q s q v t q v v k t s ~ s j k q m k k m r n q k s j k
u v q p s t q k v o n r k s k n
q k v n s m p o v n p o k s j k k p o m p k j n r k k p m p t q v v k t s ~
r k v m t k z k m r m p s j k q m q v t q q n p s m r m p s j k q m
u v q p s t q k v t ~ m p z k v j k n z q v t v n p t n r k q v q r m s ~
¥ p r k t s q m q v s j m t k p m p o
t t k r r q v ~ k n x n s k v t q q k z n m v t q w v k r r q v }

# g j k p s j k t v n p t n r k k q m m r
u n m k z t v k m t k r k n x m r s q p r k k k }
t q p s n w m p n s k z m s j t q q n p s s j k q m m j n k n

z n v o v n ~ q v n t r z o ~ n k n v n p t k
p k t s q v v m p o k n
p o m p k q m k k m n v ~ z k k p z m p o q p
s k w k v n s v k q k p o m p k
~ m p z k v j k n z q v q r m s ~
¡ k n m p o m p k t s q v
> ? > @ A B C D A E
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8 % # 7 .
" 8 8

" 8 1 ;
i q z k s k v w m p k m m p s n k q v k © j n r s v k r s v m t s m q p m r t n r m p o
j n v z r s n v s q v p q r s n v s t q p z m s m q p r
# g y m o j m p s n k q v k © j n r s v k r s v m t s m q p t n p t n r k
n n v o k n w q p s q n t r w q k j k p r s n v s m p o s j k
k p o m p k

| q p k

= , . 5 g : 0 4 h
' h
: h 4 4

p r k t s s j k q q m p o n v s r q v v k r s v m t s m q p z n w n o k
q v m p t q v v k t s m p r s n n s m q p
m v s k v m p k s n p z z t s x t q z m p t z k j q q z

t q m p o k s t }
" 8 " * ;
y q r k r n p z t n w r
m v s k v j q r m p o s k v k k w k p s n p z o n r k s r # g p s n k v k r s v m t s m q p r j q z k k q m p y

j k p s j k s k v k k w k p s v k n t j k r w n © m w w n q n k
© j n r s m k r
v k r s v m t s m q p s j k ~ k q m p z m t n s q v m v k n t j s j k s q q
j n r r m r w q p s k z n p z m m p o m p z q n p z n s q w n s m t n ~ q t m p s j m r q r m s m q p

m v s k v v k r s v m t s m q p m p z m t n s q v q v o n o k k t q v z t q p t k v p r q p l m n o p q r s m t u q v w

> ? > @ A B C D A E
` a
µ f
' $ q n r k z m p k s m m p o q v j q r k r
m v s k v k k w k p s t q o o k z q v z m v s ~ p k p o m p k r v k t k p s ~ v k n m v k z v n o r q v t n o r

w n ~ j n k k k p k s m p s j k m p s n k r ~ r s k w
{ p q m p n m v s k v m p k s
Ç
i n m m k q v w k v w n ~ k z n w n o k z q v t q n r k z
t k m p n m v s k v m p k s
Ç
© j n r s v k r s v m t s m q p x w k v q v t n s n ~ s m t t q p k v s k v }
£ n r s m t n o r q v q s j k v q v k m o p w n s k v m n m p n m v s k v
m p k s k r s v m t s k z q v o o k z n s n ~ É k z l m k r k
£ n v s m t n s k u m s k v x l £ u } § m k m k z
q n r k z n m v s k v
> ? > @ A B C D A E
` a
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3 . 4 # $ 3
" 8

i q z k s k v w m p k t q v v k t s q k v r m k z s q q k v n s k s j k

" 8 . 4 6 % *
'
i j k v k m v k r ¤ ¨ w m p m w w q v t q v v k t s q k v n s m q p
q p p k t s k n ~ ¢ v k n q s y n v p k r r k s k k p
) 3 6 % *
w n m p q k v v k n ~ n p z q k v z m r s v m s m q p t k p s k v q v
3 . 4
t j n r r m r j n v p k r r z k k p z m p o q p n m t n s m q p

# g l k k p z m p o q p n m t n s m q p s j k v k n ~ t q z
k n ~ ¢ v k n q s y n v p k r r
k q p k q s q m p z r j k t q k v z m r s v m s m q p
t k p s k v q v t n t q
l
¥ q p p k t s l £ { s q k n z ¦ ¤ n p z | s q o v q p z

s k v w m p n q p t q
v n p k p o m p k q v r k t q p z r n p z w k n r v k
= , . 5 g : 0 4 h
q s n o k
' h
k t q v z s j k q k r s q s n o k q p l m n o p q r s m t u q v w
: h 4 4

s j k q s n o k m r k q ¤ ¨ s j k w n m p
q k v v k n ~ w n ~ k v k r k s s m p o z k s q q
# g ¢ n s s k v m k r w r s k ~ t j n v o k z k q v k z q m p o
q s n o k n p z t v v k p s v q w s j k n s s k v m k r q v
s j k q q m p o r s k r
v q k w r m p s j k m o p m s m q p t m v t m s n p z q k v
i v p s j k m o p m s m q p r m s t j s q u u n p z k p r v k n
k k z t m v t m s r { k k k t s v q p m t q p s v q q z k
£ q k v x £ } m p { k t s m q p ¤ x n o k ¥ ¦ }
s j k q s n o k m r n q k ¤ ¨ t q p s m p k m s j y n v z
{ s n v s n p z | q { s n v s l m n o p q r s m t s k r s r
# g k r s r t n p k n q k ¤ ¨ s s j k v k
w n ~ k n v q k w k s k k p s j k w n m p q k v
v k n ~ n p z s j k n y n v z { s n v s · | q { s n v s
v q k w v k w n m p r n s k v n l m n o p q r s m t u q v w s k r s r
n v k t q w k s k z q ¨ q s n o k k n r v k w k p s n s
m s j ¢ v k n q s ¢ q ©
> ? > @ A B C D A E
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' $ i v p s j k m o p m s m q p r m s t j s q u u n p z k p r v k n
1 ' 4 :
k w q k s q j m s k t q p p k t s q v r x þ ¥ n p z þ } v q w
u n m k z n s s k v m k r

y m o j v k r m r s n p t k n s n s s k v ~ t n k t q p p k t s m q p r
m v m p o s q s j k

1 ' 4 : # $ 3
y m o j v k r m r s n p t k q v n p q k p q k v k k z t m v t m s s q
s j k q v w n m p q k v v k n ~
i j k q k v t m v t m s r k m p n s s k v ~ q © w n ~ k
q k p
w n m p q k v v k n ~ w n ~ j n k n m k z
¨ ª « ¬ t m v t m s v q k w
u n m k z
) 3 # $ 3 6 % 6 7
" 8 - # ' % ' 7

# g s j k v k n q s q © n r r k z s q z q i k r s ³ §
{ i l n s n ¡ m r s s j k q q m p o v q t k z v k r z q p q s j n k
Ì Í ß Ï Ô Ù ã Ð Ý Ò â Ð ÿ Þ Ð Ñ Ñ Ô Þ Ò Ð Ï Ò Ð à
æ
s q k z q p k
× Í ß Ï Ô Ù ã Ð Ý Ò â Ð ÿ Þ Ð Ñ Ñ Ô Þ Ò Ð Ï á Ò Ð à
á Í ß Ï Ô Ù ã Ð Ý Ò â Ð ÿ Þ Ð Ñ Ñ Ô Þ Ò Ð Ï × Ò Ð à
r k s j k q q m p o v q t k z v k r j k p n p ~ q s j k
Í ß Ï Ô Ù ã Ð Ý Ò â Ð ÿ Þ Ð Ñ Ñ Ô Þ Ò Ð Ï Ì Ò Ð à
æ
q q m p o r m s n s m q p r k © m r s
Í Ñ Õ Ö Ñ Ô Ö Ï Ö Ñ Õ Ü Ù Ï Ñ Ô Ú Ú à Þ Ð Ñ Ñ Ô Þ Ò Ð Ï × Ò Ð

k n ~ ¢ v k n q s y n v p k r r m r p q s n n m n k

î Í Ñ Õ Ö Ñ Ô Ö Ï Ö Ñ Õ Ü Ù Ï Ñ Ô Ú Ú à Þ Ð Ñ Ñ Ô Þ Ò Ð Ï Ì Ò Ð
© k t s k z q s n o k r k v k p q s s q r k t j k p r m p o
s j k k n ~ ¢ v k n q s y n v p k r r
Í ß Ï Ô Ù ã Ð Ý Ò â Ð ÿ Ü Ô Ù ê Ô Ï Ì Ù Ñ ê × Ô Ñ Õ Ö Ñ Ô Ò Ð â Ï Ô Ù ã Ð Ý Ò

â Ð ÿ
¨ q s n o k r k v k s q r k t r m p o s j k k n ~ ¢ v k n q s
y n v p k r r n p z y n v z { s n v s | q { s n v s l m n o p q r s m t r m r
Ü Ô Ù ê Ô Ï
t q w k s k § s n t q p t k v p v k w n m p r

Ü Ô Ù ê Ô Ï
Ì í Í ß Ï Ô Ù ã Ð Ý Ò â Ð ÿ Ü Ô Ù ê Ô Ï á Ù Ñ ê â Ï Ô Ù ã Ð Ý Ò â Ð ÿ Ò Ð
æ
¢ v k n q s ¢ q ©
Þ Ü Ù Ú Ú Ö Ú

¥ q p p k t s v k n q s q © t q p p k t s q v r x þ ¥ n p z þ } s q
t q p p k t s m q p r q p
= , . 5 g : 0 4 h
q p p k t s t j n r r m r j n v p k r r t q p p k t s q v r s q v k n q s
' h
q © j k n z k v x þ ¥ n p z þ }
: h 4 4

# g ¢ n s s k v m k r w r s k ~ t j n v o k z k q v k z q m p o
s j k q q m p o r s k r
> ? > @ A B C D A E
` a
µ ±
q p p k t s k n z r q s j k l s q s j k q q m p o s k r s
q m p s r q p s j k v k n q s q ©
£ { þ ¥ § ¥ s q | þ ¥ § ¤ x ¨ ª « ¬ £ v }
£ { þ § s q | þ ¥ § ¤ x £ }

£ { þ § s q | þ ¥ § ¤ x £ }

³ v n p k p o m p k q v r k t q p z r n p z w k n r v k
q s n o k
¤ k t q v z s j k q k r s q s n o k q p l m n o p q r s m t u q v w
s j k q s n o k m r k q ¤ ¨ s j k q k v
v k n ~ w n ~ k v k r k s s m p o v k r s m p o v q w q
q s n o k n p z t v v k p s v q w s j k n s s k v m k r q v
v q k w r m p s j k m o p m s m q p t m v t m s n p z q k v
k k z t m v t m s r { k k ² £ k t s v q p m t
q p s v q q z k £ q k v ´ m p { k t s m q p ¤ x n o k
¥ ¦ }
s j k q s n o k m r n q k ¤ ¨ t q p s m p k m s j y n v z
{ s n v s n p z | q { s n v s l m n o p q r s m t s k r s r
" 8 & 6 % ' 7
> ? > @ A B C D A E
` a
µ µ
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" 8 ( " ; # * $
i q z k s k v w m p k t q v v k t s q k v r m k z s q q k v n s k s j k
l
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i j k l v k m v k r ¤ ¨ w m p m w w q v t q v v k t s q k v n s m q p
k p o m p k n p z t j n r r m r t q p p k t s q v r
q p p k t s k n z r q s j k l s q k n t j q s j k q q m p o
) 3 " 9 $
s k r s q m p s r
6 % *
£ { s q | x l £ s q l | l }

£ { s q | x ¨ ª « ¬ s q l | l }
£ m p ¢ v k n q s y n v p k r r
£ { s q | ¦ x ¨ ª « ¬ s q £ }
£ { ³ s q | x l ¡ q o m t £ s q l

| l }

v n p k p o m p k q v r k t q p z r n p z w k n r v k
= , . 5 g : 0 4 h
q s n o k
' h
³ k t q v z s j k q k r s q s n o k q p l m n o p q r s m t u q v w
: h 4 4

s j k q s n o k m r k q ¤ ¨ s j k l w n m p

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International® DT 466, DT 570, and HT 570

© 2008 Navistar, Inc.

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

Diagnostic Software Operation. . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65

Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141

Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . .203

Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .279

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .555

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . .579

Appendix A: DT 466 Performance SpeciÞcations 2004 Model Year. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .593

Appendix C: Diagnostic Trouble Code Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .641

Appendix D: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .649

Foreword Technical Service Literature

Service Diagnosis • Knowledge of the principles of operation for

Safety Information • Restrain long hair.

This manual provides general and speciÞc Vehicle

Read safety instructions before doing any service and Engine

Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Air Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

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

Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .33

Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .37

Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . .40

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

Diamond Logic® Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .53

Engine IdentiÞcation Engine Emission Label

Figure 1 Engine serial number

The engine serial number is in two locations:

Engine Serial Number Examples

The Environmental Protection Agency (EPA) emission Engine Accessories

International® DT 466 , DT 570, and HT 570 Features and SpeciÞcations

Standard Features The crankshaft (CKP) and camshaft (CMP) sensors

Engine Component Locations

Figure 3 Component location – top

Figure 4 Component location – front

Figure 5 Component location, electrical– left

Figure 6 Component location, mechanical – left

Figure 7 Component location – right

Figure 8 Component location – rear

Figure 9 Engine systems

Air Management System

Figure 10 Air Management System (AMS)

Variable Geometry Turbocharger (VGT)

Figure 12 Variable Geometry Turbocharger (VGT)

The Variable Geometry Turbocharger (VGT) has

VGT Closed Loop System VGT Control

Figure 13 VGT closed loop system

The Variable Geometry Turbocharger (VGT) is a

Figure 14 VGT control

The VGT actuator is a control module that contains

Exhaust Gas Recirculation (EGR) System EGR Control Valve

Figure 15 EGR control valve

The EGR valve uses a DC motor to control the position

EGR actuator is located at the front of the engine on

EGR Closed Loop System and Control

Figure 17 EGR control

Fuel Management System

Figure 18 Fuel management system

The fuel management system includes the following: • Fuel injectors

Injection Control Pressure (ICP) System

Figure 19 Injection Control Pressure (ICP) system

High-Pressure Oil Flow ICP System Control