100% found this document useful (1 vote)

2K views452 pages

EPA10 Maxxforce 15L Diagnostic Manual

Maxxforce 15l

Uploaded by

Manuel Alejandro Velez Nava

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

100% found this document useful (1 vote)

2K views452 pages

EPA10 Maxxforce 15L Diagnostic Manual

Maxxforce 15l

Uploaded by

Manuel Alejandro Velez Nava

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

You are on page 1/ 452

DIAGNOSTIC/TROUBLESHOOTING MANUAL

MaxxForce® 15 Engine Diagnostic Manual

Engine Family: MaxxForce® 15

EGES-515-1

2012

EGES-515-1
Read all safety instructions in the "Safety Information" section of this Manual before doing any procedures.
Follow all warnings, cautions, and notes.
© 2012 Navistar, Inc. All rights reserved.
DIAGNOSTIC/TROUBLESHOOTING MANUAL I

Table of Contents

Foreword. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Service Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Safety Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Engine Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

Engine and Vehicle Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51

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

Engine Symptoms Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .67

Hard Start and No Start Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

Performance Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135

Electronic Control Systems Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .171

Diagnostic Tools and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . .375

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .401

Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .409

Appendix A: Performance Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .421

Appendix B: Signal Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .433

Appendix C: Technical Service Information (TSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .443

Foreword Technical Service Literature

Navistar, Inc. is committed to continuous research 1172042R1 MaxxForce® 15 Engine Operation
and development to improve products and introduce and Maintenance Manual
technological advances. Procedures, specifications,
EGES-510-2 MaxxForce® 15 Engine Service
and parts defined in published technical service
literature may be altered.
Manual
EGES-515-1 MaxxForce® 15 Engine Diagnostic
NOTE: Photo illustrations identify specific parts or manual
assemblies that support text and procedures; other
EGED-520-1 MaxxForce® 15 Hard Start and
areas in a photo illustration may not be exact.
No Start Diagnostics Form
This manual includes necessary information and
EGED-535-1 MaxxForce® 15 Performance
specifications for technicians to maintain Navistar®
Diagnostics Form
diesel engines. See vehicle manuals and Technical
Service Information (TSI) bulletins for additional EGED-525-1 MaxxForce® 15 Engine Wiring
information. Diagram Form

Technical Service Literature is revised periodically

and mailed automatically to “Revision Service”
subscribers. If a technical publication is ordered, the
latest revision will be supplied.
NOTE: To order technical service literature, contact
your International dealer.

Service Diagnosis • Knowledge of the principles of operation for

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

Safety Information • Restrain long hair.

This manual provides general and specific Vehicle

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

Read safety instructions before doing any service and Engine

test procedures for the engine or vehicle. See related • The engine should be operated or serviced only
application manuals for more information. by qualified individuals.
Disregard for Safety Instructions, Warnings, Cautions, • Provide necessary ventilation when operating
and Notes in this manual can lead to injury, death or engine in a closed area.
damage to the engine or vehicle.
• Keep combustible material away from engine
Safety Terminology exhaust system and exhaust manifolds.

Three terms are used to stress your safety and safe • Install all shields, guards, and access covers
operation of the engine: Warning, Caution, and Note before operating engine.

Warning: A warning describes actions necessary to • Do not run engine with unprotected air inlets or
prevent or eliminate conditions, hazards, and unsafe exhaust openings. If unavoidable for service
practices that can cause personal injury or death. reasons, put protective screens over all openings
before servicing engine.
Caution: A caution describes actions necessary
to prevent or eliminate conditions that can cause • Shut engine off and relieve all pressure in the
damage to the engine or vehicle. system before removing panels, housing covers,
and caps.
Note: A note describes actions necessary for correct,
efficient engine operation. • If an engine is not safe to operate, tag the engine
and ignition key.
Safety Instructions Fire Prevention
Work Area • Make sure charged fire extinguishers are in the
• Keep work area clean, dry, and organized. work area.

• Keep tools and parts off the floor. NOTE: Check the classification of each fire
extinguisher to ensure that the following fire types
• Make sure the work area is ventilated and well lit. can be extinguished.
• Make sure a First Aid Kit is available. 1. Type A — Wood, paper, textiles, and rubbish
Safety Equipment 2. Type B — Flammable liquids
• Use correct lifting devices. 3. Type C — Electrical equipment
• Use safety blocks and stands. Batteries
Protective Measures • Always disconnect the main negative battery
• Wear protective safety glasses and shoes. cable first.

• Wear correct hearing protection. • Always connect the main negative battery cable
last.
• Wear cotton work clothing.
• Avoid leaning over batteries.
• Wear sleeved heat protective gloves.
• Protect your eyes.
• Do not wear rings, watches or other jewelry.

• Do not expose batteries to open flames or sparks. • Check for frayed power cords before using power
tools.
• Do not smoke in workplace.
Fluids Under Pressure
Compressed Air
• Use extreme caution when working on systems
• Use an OSHA approved blow gun rated at 207
under pressure.
kPa (30 psi).
• Follow approved procedures only.
• Limit shop air pressure to 207 kPa (30 psi).
Fuel
• Wear safety glasses or goggles.
• Do not over fill the fuel tank. Over fill creates a fire
• Wear hearing protection.
hazard.
• Use shielding to protect others in the work area.
• Do not smoke in the work area.
• Do not direct compressed air at body or clothing.
• Do not refuel the tank when the engine is running.
Tools
Removal of Tools, Parts, and Equipment
• Make sure all tools are in good condition.
• Reinstall all safety guards, shields, and covers
• Make sure all standard electrical tools are after servicing the engine.
grounded.
• Make sure all tools, parts, and service equipment
are removed from the engine and vehicle after all
work is done.

Table of Contents

Engine Identification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Serial Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Emission Label. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .7
Engine Accessory Labels and Identification Plates. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Engine Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Engine Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Optional Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .10
Chassis Mounted Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Component Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .11

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

Air Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Air Management Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Interstage Cooler (ISC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
High-Pressure Charge Air Cooler (HPCAC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Air Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Exhaust Gas Recirculation (EGR) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

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

Aftertreatment Fuel Injection Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

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

Chassis Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Engine Mounted Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

Oil Flow and Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .32

Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Cooling System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Cooling System Flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Thermostat Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Coolant Control Valve (CCV) Assembly Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

MaxxForce®Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Engine Brake System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Engine Brake Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Open Crankcase Breather System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Open Crankcase Breather System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Open Crankcase Breather System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42

Cold Start Assist System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Electronic Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Electronic Control System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Operation and Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Reference Voltage (VREF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Signal Conditioner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Microprocessor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Diagnostic Trouble Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Microprocessor Memory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Actuator Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Coolant Flow Valve and Coolant Mixer Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Exhaust Gas Recirculation (EGR) Valve Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Air Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Cold Start Relay (CSR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Cold Start Fuel Solenoid (CSFS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Engine Throttle Valve (ETV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Fuel Pressure Control Valve (FPCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Engine and Vehicle Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Thermistor Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Variable Resistance Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Magnetic Pickup Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Potentiometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Oxygen Sensor (O2S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Turbocharger 2 Compressor Inlet Sensor (TC2CIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

Engine Identification Engine Emission Label

Engine Serial Number

Figure 1 Engine serial number location

The engine serial number is located on the lower left

side of the crankcase above the oil pan flange.

Engine Serial Number Example Figure 2 U.S. Environmental Protection Agency

152HM2YXXXXXXX (EPA) exhaust emission label (example)

Engine Serial Number Codes

The U.S. Environmental Protection Agency (EPA)
15.2 – Engine displacement exhaust emission label is on top of the valve cover
H – Diesel, turbocharged, Charge Air Cooler (CAC) (front left side). The EPA label typically includes the
and electronically controlled following:
M2 – Motor truck
Y – United States, Huntsville • Model year
7 digit suffix – Engine serial number sequence • Engine family, model, and displacement
• Advertised brake horsepower and torque rating
• Emission family and control systems
• Valve lash specifications
• Engine serial number
• EPA, EURO, OBD and reserved fields for specific
applications

Engine Accessory Labels and Identification Plates • Cooling fan clutch

The following engine accessories may have • High-pressure fuel pump
manufacturer’s labels or identification plates:
• Power steering pump
• Air compressor
• Starter motor
• Air conditioning compressor
• Turbochargers
• Alternator
• Engine Control Module (ECM)

Engine Specifications

MaxxForce® 15 Diesel Engine

Engine Configuration 4 stroke, inline six cylinder diesel
Advertised brake horsepower @ rpm See EPA exhaust emission label
Peak torque @ rpm See EPA exhaust emission label
Displacement 15.2 L (928 in3)
Compression ratio 16.0:1
Stroke 171.5 mm (6.75 in)
Bore (sleeve diameter) 137.2 mm (5.40 in)
Engine weight (dry, without trim or accessories) 1 429 kg (3,150 lbs)
Firing order 1-5-3-6-2-4
Engine rotation (facing flywheel) Counterclockwise
Aspiration Dual turbocharged and Charge Air
Cooled (CAC)
Combustion system Direct injection turbocharged
Fuel system High-pressure common rail
Lube system refill capacity (including filter)
• Gravity drain from right rear and bottom front sump plugs 38 L (40 qts)
• Suction oil recovery option 34.5 L (36.5 qts)
Engine lubrication oil pressure at 99°C (210°F)
• 600 rpm Minimum 83 kPa (12 psi)
• 1,600 rpm 275 - 550 kPa (40 - 80 psi)
Idle speed (no load) 600 rpm, nominal
Thermostat transition range (start open — full open) 88°C - 103°C (190°F - 217°F)

Engine Description The MaxxForce® 15 engine uses one piece forged

steel pistons. Cooling jet cutouts and feed holes are
The MaxxForce® 15 diesel engine has been designed
placed on both sides of the pistons. Pistons may
for increased durability and reliability.
be installed in either direction however pistons are
The cylinder head has four valves per cylinder with originally installed with casting bump on bottom of pin
centrally located fuel injectors directing fuel over boss toward rear of engine.
the pistons. This configuration provides improved
The one piece crankcase can withstand high-pressure
performance and reduces emissions.
loads during operation. The crankcase uses
The overhead camshaft is supported by seven replaceable wet cylinder sleeves that are sealed
bearings in the cylinder head. The camshaft gear is by a system of three O-rings.
driven from the front of the engine. The overhead
Sound shields are strategically placed on the engine
valve train includes roller rocker arms and dual valves
to reduce noise.
that open using a valve bridge.
The crankshaft has seven main bearings with fore
and aft thrust controlled at the forth bearing. One

connecting rod is attached at each crankshaft journal. The engine brake is standard on the MaxxForce® 15.
The piston pin moves freely inside the connecting rod The engine brake is a compression release system
and piston. Piston pin retaining rings secure the piston that provides additional vehicle braking performance.
pin in the piston. The rear oil seal carrier is part of the The operator can control the engine brake for different
flywheel housing, and the front oil seal carrier is part operating conditions.
of the front cover.
An oil pump is mounted within the oil pan to the
Optional Features
bottom of the crankcase behind the front cover and is
driven by the crankshaft. Pressurized oil is supplied to An oil pan heater and a coolant heater are available
internal engine components, air compressor, power as optional cold climate features. Both heaters use an
steering pump and turbochargers. All MaxxForce® electric element to warm engine fluids in cold weather
15 engines use an engine oil cooler and a spin-on conditions.
can style engine oil filter element.
The oil pan heater warms engine oil to ensure
Fuel is drawn from the fuel tank through the optimum oil flow to engine components.
frame-mounted fuel/water filter separator. A hand
The coolant heater warms the engine coolant
operated primer pump is located either on top of
surrounding the cylinders. Warmed engine coolant
or next to the frame-mounted fuel/water separator.
increases fuel economy and aids start-up in cold
The fuel is then routed into the fuel pump and to the
weather conditions.
engine-mounted fuel filter. Conditioned fuel is then
pumped to the fuel injectors.
The fuel injection system is direct common rail. The Chassis Mounted Features
system includes a high-pressure fuel pump, fuel rail
The aftertreatment system, part of the larger
and fuel injectors. The injectors are installed in the
exhaust system, processes engine exhaust so that
cylinder head under the valve cover.
it meets tailpipe emission requirements. Most of the
The MaxxForce® 15 engine uses dual turbochargers aftertreatment system is mounted on the chassis.
with an air-to-liquid Interstage Cooler (ISC) between
• The Pre-Diesel Oxidation Catalyst (PDOC)
turbochargers, and a chassis-mounted air-to-air
and Diesel Oxidation Catalyst (DOC) which is
Charge Air Cooler (CAC) to reduce air temperature
mounted on the chassis, oxidizes hydrocarbons
before entering the intake.
and carbon monoxide, provides heat for exhaust
The cold start assist system warms the incoming system warm-up, and aids in temperature
air supply before, during, and a short period after management for the Diesel Particulate Filter
cranking to aid cold engine starting and reduce white (DPF) for passive DPF regeneration.
smoke during warm-up.
• The DPF temporarily stores carbon-based
The Exhaust Gas Recirculation (EGR) system particulates then oxidizes the particulates and
circulates cooled exhaust into the intake air stream in stores the noncombustible ash.
the mixing duct. This cools the combustion process
The High-Pressure Charge Air Cooler (HPCAC)
and reduces the formation of Nitrogen Oxides (NOX)
mounted on the vehicle cooling module, is connected
engine emissions. The EGR cooler assembly cools
between the outlet of the high-pressure turbocharger
the exhaust gas in two stages.
and the inlet to the engine throttle valve assembly.
An open crankcase breather system uses an oil The HPCAC is an air-to-air cooler that uses ambient
separator to return oil to the crankcase and vent air to cool pressurized air before it enters the engine.
the crankcase gasses to the atmosphere. The oil
separator is mounted on the cylinder head.

Engine Component Locations

Figure 3 Component location – top

1. Turbocharger interstage cooler 3. Valve cover assembly 6. Charge Air Cooler Outlet
assembly 4. Exhaust gas temperature sensor Temperature (CACOT) sensor
2. Flywheel housing assembly 5. Cold Start Fuel Igniter (CSFI) 7. Breather filter assembly

Figure 4 Component location – front

1. Water pump pulley 4. EGR crossover tube assembly 7. Camshaft gear cover
2. Air inlet duct (turbocharger) 5. Engine throttle valve assembly 8. Low mount fan drive
3. Front lifting eye 6. Oil filler pipe assembly 9. Damper (crankshaft)

Figure 5 Component location – right

1. Pre-Diesel Oxidation Catalyst 6. Interstage cooler assembly 11. Oil filter
(PDOC) assembly 7. High-pressure turbocharger 12. Low-Pressure (LP) turbocharger
2. Fuel doser compressor outlet assembly
3. Exhaust Gas Recirculation 8. Oil supply tube for secondary 13. High-pressure turbocharger
(EGR) cooler assembly filtration (to soot filter) wastegate actuator
4. High-Pressure (HP) 9. Coolant inlet (from radiator) 14. Engine oil cooler assembly
turbocharger assembly 10. Coolant Control Valve (CCV)
5. Thermostat housing assembly

Figure 6 Component location – left

1. Air compressor 7. Fuel Delivery Pressure (FDP) 12. Oil pan drain plug (front sump)
2. Oil level gauge assembly sensor 13. Cold Start Fuel Solenoid (CSFS)
3. Crankcase breather 8. Fuel filter 14. 5 mm 60 degree speed sensor
4. Engine Control Module (ECM) 9. Oil pan drain plug (rear sump) (crankshaft position sensor)
5. Down Stream Injection (DSI) 10. Crankcase Pressure (CPS) 15. High-pressure fuel pump
assembly sensor 16. Power steering pump
6. 12V relay (for cold start assist 11. Engine Oil Pressure (EOP)
solenoid) sensor

Figure 7 Component location – rear

1. Rear lifting eye 3. Fuel return tube assembly 6. Oil pan
2. Exhaust Gas Recirculation 4. EGR cooler supply tube 7. Flywheel housing
(EGR) valve assembly 5. Flywheel

Air Management System (AMS)

Figure 8 Air Management System (AMS)

Air Flow air flows into the Charge Air Cooler (CAC) where it
is cooled, and then directed to the Engine Throttle
Air flows through the air cleaner assembly and enters
Valve (ETV) and mixing duct area of the throttle valve
the low-pressure turbocharger. The low-pressure
assembly.
turbocharger increases the pressure, temperature,
and density of the intake air before it enters the If the EGR control valve is open, exhaust gas passes
Interstage Cooler (ISC). Cooled compressed air flows through the EGR system into the mixing duct where it
from the ISC into the high-pressure turbocharger. The is mixed with the filtered intake air. This mixture flows
high-pressure turbocharger increases the intake air through the mixing duct into the intake manifold and
pressure up to 345 kPa (50 psi). The hot compressed

cylinder head. The intake manifold is an integral part Air Management Components
of the cylinder head casting.
Turbochargers
If the EGR control valve is closed, only filtered intake
The MaxxForce® 15 engine is equipped with an
air flows through the ETV, mixing duct, and into the
electronically controlled, pneumatically actuated two
intake manifold.
stage turbocharging system. This system provides
During cold weather, the Cold Start Fuel Igniter (CSFI) high levels of charge air pressure to improve engine
rapidly heats the intake air by injecting and igniting performance and help reduce emissions. Because of
small quantities of fuel into the mixing duct. its ability to generate very high charge air pressure
levels, the system is fitted with an air control valve
After combustion, gases exit through the cylinder
to control over-boost and surging conditions. The
head exhaust valves and ports. The exhaust gas
air control valve is supplied compressed air from the
is forced through the exhaust manifold where,
vehicle air supply tank. The compressed air flow to
depending on the EGR valve assembly position,
the wastegate actuator is electronically controlled
is split between the EGR system and the exit
by the air control valve based on the Pulse Width
path through the high-pressure turbocharger and
Modulated (PWM) signal supplied by the Engine
low-pressure turbocharger.
Control Module (ECM). The high and low-pressure
The exhaust gases flow from the low-pressure turbochargers are installed as an assembly on the
turbocharger through the vehicle aftertreatment exhaust manifold, on the right side of the engine.
system to the exhaust tail pipe.

Figure 9 Low and high-pressure turbocharger components

1. Low-pressure turbocharger 6. High-pressure turbocharger 11. High-pressure turbocharger
assembly turbine inlet compressor outlet
2. High-pressure turbocharger oil 7. Low-pressure turbocharger 12. High-pressure turbocharger
supply hose assembly wastegate actuator
3. Air control valve 8. Low-pressure turbocharger oil 13. Turbine output pressure tube
4. High-pressure turbocharger supply hose 14. Turbocharger oil drain tube
assembly 9. Low-pressure turbocharger assembly
5. High-pressure turbocharger compressor outlet 15. Low-pressure turbocharger
compressor inlet 10. Low-pressure turbocharger turbine outlet
compressor inlet

The low and high-pressure turbochargers are installed Fresh air from the air filter enters the low-pressure
in series on the right side of the engine. The compressor where it is compressed and directed into
high-pressure turbocharger is connected directly the Interstage Cooler (ISC). Cooled condensed air
to the exhaust manifold through the high-pressure from the ISC enters the high-pressure compressor,
turbine inlet. The turbine input of the low-pressure where it is further compressed and directed to the
turbocharger is connected to the turbine outlet of High-Pressure Charge Air Cooler (HPCAC) mounted
the high-pressure turbocharger. The high-pressure near the cooling module. Cooled and condensed air
turbocharger is equipped with a wastegate actuator then flows directly into the engine throttle valve.
which regulates turbocharger boost by controlling
the amount of exhaust gases that pass through the
turbine. When boost demand is low, the wastegate Interstage Cooler (ISC)
opens, allowing part of the exhaust gas flow to bypass
The ISC is installed between the low-pressure and
the turbine.
the high-pressure turbochargers. The ISC air inlet

is connected to the low-pressure compressor outlet The air control valve controls air pressure to the
and uses engine coolant to regulate the charge air high-pressure wastegate actuator based on turbine
temperature. The ISC air outlet is connected to the output pressure from a port on the output of the
compressor inlet on the high-pressure turbocharger. low-pressure turbocharger. The turbine output
pressure sensor is integral to the air control valve. Air
pressure to the air control valve is supplied from an
High-Pressure Charge Air Cooler (HPCAC) air tank mounted on the chassis. The air control valve
is controlled by the Engine Control Module (ECM).
The HPCAC is installed between the high-pressure
turbocharger compressor outlet and the Engine The air control valve is normally closed. Thus, with no
Throttle Valve (ETV). The HPCAC uses ambient air Pulse Width Modulated (PWM) signal, the air control
flow to regulate the charge air temperature. The valve remains closed and no air pressure is supplied
HPCAC air outlet is connected to the ETV body. to the wastegate actuator on the high-pressure
turbocharger. When a decrease in charge air
pressure is required, the ECM supplies a PWM
Air Control Valve ground voltage to the negative side of the wastegate
control solenoid. The other side of the wastegate
control solenoid is connected to 12V supply voltage.
This causes the air control valve to open which
supplies air pressure to the wastegate actuator.
The limit values of the PWM signal are between
approximately 95%, corresponding to an open air
control valve, and 5%, corresponding to a closed air
control valve. When the air control valve closes, it
interrupts the air supply to the wastegate actuator
and at the same time relieves air pressure from the
wastegate by allowing it to vent to atmosphere. The
wastegate actuator then closes, resulting in increased
charge air pressure.

Figure 10 Air control valve

1. To high-pressure turbocharger wastegate actuator
2. Turbocharger 1 Turbine Output Pressure (TC1TOP)
input to sensor
3. Compressed regulated air supply from chassis air
tank

Exhaust Gas Recirculation (EGR) System

Figure 11 EGR system

1. EGR valve assembly 5. EGR cooler assembly 8. EGRV coolant supply tube
2. EGR coolant tube assembly 6. EGRV coolant return tube assembly
3. EGR crossover tube assembly assembly
4. EGR coolant tube assembly 7. EGR cooler supply tube

EGR System Overview Control Module (ECM) to control the EGR valve
assembly.
The EGR system reduces Nitrogen Oxides (NOX)
engine emissions by introducing cooled exhaust gas The EGR system consists of an EGR valve, EGR
into the mixing duct. NOX forms during a reaction cooler assembly and an O2S . The EGR valve
between nitrogen and oxygen at high temperatures assembly is mounted on the rear of the EGR cooler
during combustion. An Oxygen Sensor (O2S) located assembly.
in the turbo exhaust duct, monitors the oxygen content
The EGR cooler assembly is located on the right side
in the exhaust gas and provides input to the Engine
of the valve cover above the exhaust manifold.

EGR Flow aftertreatment fuel injector. The O2S has a heater

element that heats the sensor to its normal operating
Exhaust gas from the exhaust manifold flows through
temperature of 780°C (1,436°F). During initial engine
the EGR cooler supply tube to the EGR valve
warm-up, the O2S heater element is activated only
assembly. When the EGR is activated, the EGR
after the engine coolant reaches 40°C (104°F) and
valve assembly opens and allows exhaust gas to
the exhaust gas temperature exceeds 100°C (212°F)
enter the EGR cooler assembly for cooling. Cooled
for more than 30 seconds.
exhaust gas flows from the EGR cooler assembly into
the mixing duct where it is mixed with filtered intake
EGR Open Loop System
air.
During the engine warm-up period and before the
EGR Control Oxygen Sensor (O2S) reaches its normal operating
temperature, the EGR system operates in open
The ECM monitors signals from the Intake Manifold
loop. In open loop, the EGR system is controlled
Temperature (IMT) sensor and Engine Coolant
by the ECM based on the charge air temperature,
Temperature (ECT) sensor to control the EGR
engine coolant temperature, engine speed, and load
system. The EGR is switched off (EGR valve
conditions. The EGR actuator provides feedback to
assembly closed) if any of the following conditions
the ECM on current valve position through the EGRP
are present:
sensor.
• Charge air temperature is low
EGR Closed Loop System
• Intake manifold temperature is low
After the Oxygen Sensor (O2S) reaches its operating
• Engine coolant temperature is low
temperature, the EGR system switches to closed
• During engine brake operation loop operation. In closed loop, the EGR system is
controlled by the ECM based on the O2S readings.
• When Cold Ambient Protection (CAP) mode is
active
The Oxygen Sensor (O2S) is installed in the
turbocharger exhaust duct, in front of the

Aftertreatment (AFT) System

Figure 12 AFT system overview

The Aftertreatment (AFT) System, part of the larger The sensors measure O2, temperature and pressure
exhaust system, processes engine exhaust to meet at the center of the exhaust flow.
emissions requirements. The AFT system traps
particulate matter (soot) and prevents it from leaving Down Stream Injection (DSI)
the tailpipe.
The aftertreatment system injects fuel through the
The AFT system performs the following functions: fuel doser into the exhaust gas to increase the
temperature necessary for DPF regeneration. The
• Monitors exhaust gases and controls engine
fuel doser is located in the turbo exhaust duct, directly
operating parameters for emission processing
after the low-pressure turbocharger, on the engine.
and failure recognition
Control of the down stream injection is done by the
• Cancels regeneration in the event of catalyst or Engine Control Module (ECM). The ECM receives
sensor failure data from the aftertreatment sensors directly and
determines when regeneration is required.
• Monitors the level of soot accumulation in the
Diesel Particulate Filter (DPF) and adapts engine
Pre-Diesel Oxidation Catalyst (PDOC)
operating characteristics to compensate for
increased back pressure The PDOC is located on the engine after the DSI.
• Controls engine operating parameters to make The PDOC does the following:
regeneration automatic
• Aids in creating an exothermic reaction to improve
• Maintains vehicle and engine performance during exhaust emissions
regeneration
• Allows for more efficient operation of the
aftertreatment system
Sensors
Sensors output an electronic signal based on oxygen Diesel Oxidation Catalyst (DOC)
(O2), temperature and pressure. The signals are used
The DOC is located in the vehicle exhaust system.
by the control system to regulate the aftertreatment
function.

The DOC does the following: • Allows for oxidation (regeneration) of stored
particulates once back pressure increases to a
• Oxidizes hydrocarbons and carbon monoxide
predetermined level
(CO) in exhaust stream
• Stores noncombustible ash
• Provides heat for exhaust system warm-up
• Aids in system temperature management for the AFT Conditions and Responses
DPF
The operator is alerted audibly or with instrument
panel indicators of system status. Automatic or
Diesel Particulate Filter (DPF)
manual regeneration is required when levels of soot
The DPF is located in the vehicle exhaust system. exceed acceptable limits. For additional information
see the applicable Vehicle Operator Manual and the
The DPF does the following:
vehicle visor placard.
• Captures and temporarily stores carbon-based
particulates in a filter

Aftertreatment Fuel Injection Components

Figure 13 Aftertreatment fuel injection components

1. Fuel doser 4. Doser fuel from valve tube 6. Doser fuel to injector tube
2. Coolant supply port assembly assembly
3. Coolant return port 5. Feed Injector unit tube assembly 7. Down Stream Injection (DSI)
assembly

The down stream injection system includes the • Fuel lines

following:
The Engine Control Module (ECM) is mounted on the
• Engine Control Module (ECM) left side of the engine. The Down Stream Injection
(DSI) assembly is installed on the left rear of the
• Fuel doser
engine below the cylinder head.
• Down Stream Injection (DSI) assembly

When the ECM signals the AFTFSV to open, fuel

pressure increases in the upstream cavity of the
DSI assembly housing. The upstream AFTFIS
immediately signals the ECM that pressure is
increased by available fuel. The ECM then signals
the AFTFD valve to open, allowing a specific amount
of fuel to be pumped through the three fuel tubes to
the fuel doser.
Fuel is injected into the exhaust stream from the fuel
doser which increases the temperature inside the
Diesel Particulate Filter (DPF) in order to convert soot
to ash more efficiently.
The fuel doser is cooled with engine coolant.

Figure 14 Down Stream Injection (DSI) assembly

1. AFT fuel inlet sensor (AFTFIS) (press and temp)
2. AFT fuel doser (AFTFD) (valve)
3. AFT fuel pressure 2 (AFTFP2)
4. AFT fuel shut-off valve (AFTFSV)

Fuel Management System

Figure 15 Fuel supply system flow

The MaxxForce® 15 engine is equipped with a Fuel is drawn from the tank and through the frame
high-pressure common rail injection system. The mounted fuel filter/water separator by a low-pressure
common rail fuel injection system provides fuel under fuel pump mounted on the engine. Fuel flows from
constant high-pressure to the fuel injectors for optimal the low-pressure fuel pump through an engine
fuel atomization in the combustion chamber. mounted fuel filter before being supplied to a
high-pressure pump. The high-pressure pump

supplies high-pressure fuel to a pressure pipe rail, Chassis Mounted Components

which feeds the injectors through individual tubes.
Unused fuel from injectors is returned to the tank
through a passage around the quill tubes in the
cylinder head. The low-pressure fuel pump and
high-pressure pump are assembled as one gear
driven unit on the engine.
The fuel system is controlled by the ECM, various
sensors, and the Fuel Pressure Control Valve (FPCV)
located in the high-pressure pump.
In addition to providing high-pressure fuel to the
injectors, the fuel system also provides low-pressure
filtered fuel to the aftertreatment and cold start assist
systems.

DSI and Fuel Doser

In the aftertreatment system, filtered fuel from the
fuel filter at supply pressure is delivered to the DSI
assembly. The DSI assembly supplies precise
amounts of fuel to the fuel doser.

Cold Start System

During cold weather, fuel is delivered to the Cold
Start Fuel Igniter (CSFI) through the Cold Start Fuel
Solenoid (CSFS). The CSFI then heats the intake air
by injecting and igniting small quantities of fuel into
the mixing duct.

Fuel Filter and Housing

Figure 16 Racor® fuel filter assembly
An orifice and an additional regulator located within
the fuel filter housing work together to reduce fuel 1. Fuel outlet
pressure to 10 psi for the cold start system solenoid. 2. Fuel primer pump assembly
Supply system pressure is regulated by a pressure 3. Fuel inlet from tank
regulator valve located in the supply pump. Excess 4. Fuel filter water separator assembly
fuel relieved to achieve the pressure reduction is 5. Water In Fuel (WIF) sensor
returned back to the fuel pump. The maximum 6. Drain valve
system pressure is regulated to 1 300 kPa (189 psi).

Fuel Filter and Water Separator Assembly

The Racor® fuel filter/water separator assembly
is standard equipment. There is also an optional
Davco®fuel filter water separator available depending
on customer needs.

Fuel Primer Pump Assembly the low-pressure fuel pump. The fuel primer pump
assembly is manually operated and is used to prime
The fuel is drawn from the tank through the chassis
the low-pressure fuel system when the system is
fuel filter and water separator assembly, through the
emptied.
chassis mounted fuel primer pump assembly and into

Engine Mounted Components

Figure 17 Engine mounted fuel system components

1. Injector (6) 5. Pressure relief valve 8. Fuel Pressure Control Valve
2. Engine Control Module (ECM) 6. Fuel filter (low pressure) (FPCV)
3. Fuel Rail Pressure (FRP) Sensor 7. Fuel Delivery Pressure (FDP) 9. Fuel pump (low and
4. Rail assembly sensor high-pressure)

ECM Rail Assembly (Fuel Common Rail)

The ECM controls the fuel pressure with a PWM The fuel common rail is a high-pressure fuel storage
signal to the Fuel Pressure Control Valve (FPCV). unit. The storage volume of the fuel common rail is
Low pulse width PWM signals equal high-pressure designed to reduce pressure pulses caused by the
and high pulse width signals equal low pressure. To high-pressure pump and injectors, and to maintain
protect the system, a PLV (Pressure Limiting Valve) constant fuel pressure even when large fuel quantities
is installed in the end of the fuel rail. When pressure are injected into the cylinders. Connection between
exceeds 2,650 +/- 100 bar (38,435 +/-1,450 psi), the the fuel common rail and injectors are made through
PLV opens and reduces pressure to 1,000-1,200 bar individual injection lines.
(14,503-17,404 psi) to facilitate limp-home operation.
Fuel Rail Pressure (FRP) Sensor
The fuel system is controlled by the ECM. Various
engine sensors are input into fueling calculations. The The FRP sensor is a variable resistance sensor that
ECM then controls the FPCV and the injectors for monitors the fuel pressure in the high-pressure fuel
proper engine operation. The injection timing and rail.
quantity are calculated in the Engine Control Module
The FRP sensor is mounted in the front of the
(ECM) and implemented by solenoid valve controlled
high-pressure pipe rail on the left side of the engine.
injectors.
Pressure Relief Valve
Fuel Filter
The pressure relief valve maintains fuel pressure in
The fuel filter housing assembly is located on the
the rail assembly below 265 000 kPa (38,500 psi).
left side of the engine and has a disposable spin-on
If the rail assembly pressure exceeds this value, the
type filter element. An Engine Fuel Delivery Pressure
relief valve opens and allows fuel to flow to the return
(FDP) sensor is installed on the front side of the
line, and back to the tank. When the relief valve
fuel filter housing assembly and it measures fuel
opens, the system goes into a limp-home mode and
pressure between the low-pressure fuel pump and
a steady rail pressure of 120 000 kPa (17,400 psi) is
the filter element. An additional function of the fuel
maintained until the engine is switched off. This will
filter housing assembly is fuel system self-deaeration.
reset to normal operation upon the next key-in event.
The air separated from fuel is pushed back into the
fuel tanks through the return line.
Injector
The fuel filter housing assembly is equipped with
The MaxxForce® 15 engine is equipped with
two additional ports to provide filtered fuel to the
electronically controlled solenoid valve injectors.
aftertreatment system and to the cold start assist
During engine operation, injectors are supplied at
system. An orifice regulator is integrated into the
all times with high-pressure fuel, and the injector
fuel filter housing assembly and regulates the fuel
solenoid valves open up to three times per cycle. The
pressure for the cold start assist system to 70 kPa
injectors are positioned vertically in the center of the
(10 psi).
cylinder head and are held in place by injector clamps.
The seal between the injectors and the combustion
Fuel Pump
chamber consists of a copper washer on the tip of
Fuel injection pressure is generated by the each injector.
high-pressure side of the fuel pump. High-pressure
The use of solenoid valve controlled injectors allows
fuel quantity from the fuel pump is controlled by
three injections per cycle. The first injection is
a FPCV. The fuel pump supplies both low and
used to reduce combustion noise and emissions by
high-pressure fuel from one unit. The fuel pump
introducing a small amount of fuel into the cylinder,
is gear driven and is fuel lubricated. Fuel from the
preventing a rapid rise in cylinder pressure when
low-pressure side is forced through the fuel filter
combustion begins. This first injection occurs
housing assembly and into the high-pressure side of
only during idling and in partial load mode. The
the fuel pump. The flow of fuel to the suction chamber
second injection is the main injection. This injection
of the high-pressure pump is controlled by the FPCV
allows high temperatures to be maintained during
in order to control the high-pressure fuel output.

combustion, but not long enough to allow generation

of large soot amounts. The third injection is done
during the power stroke to maximize cylinder
temperature and reduce engine soot generation.

Engine Lubrication System

Figure 18 Oil system overview (typical)

Engine oil pressure is generated by an oil pump The front of the crankcase contains oil passages
located under the oil pan which is driven off the that supply oil to the gear train and air compressor.
crankshaft gear. The oil cooler and filter housing These passages ultimately supply oil to the cylinder
are located on the right side of the engine. The oil head through the front hollow dowel that locates the
pump contains the oil pressure regulator. Oil flows to cylinder head to the engine block. Oil drains back to
the cylinder head by means of an internal passage. the crankcase through passages in the cylinder head.

Oil Flow and Components

Figure 20 Oil flow through filter when oil is warm

1. Main oil gallery
Figure 19 Oil flow through filter when oil is cold
2. Turbocharger oil supply line
1. Main oil gallery 3. Turbocharger oil drain tube
2. Turbocharger oil supply line 4. Oil filter element
3. Turbocharger oil drain tube 5. Bypass valve (oil filter)
4. Oil filter element 6. Oil pan
5. Bypass valve (oil filter) 7. Oil pump
6. Oil pan 8. Bypass valve (oil cooler)
7. Oil pump 9. Oil pick-up tube
8. Bypass valve (oil cooler) 10. Engine oil cooler
9. Oil pick-up tube
10. Engine oil cooler
When the oil is warm, unfiltered oil is drawn from the
oil pan through the pick-up tube to the oil pump. The
When the engine oil is cold, oil is drawn from the oil pump pushes the warm oil through the oil cooler
oil pan through the pick-up tube to the oil pump. towards the oil filter. The bypass valves will be closed
Due to the high viscosity of the cold oil, both bypass due to the lower viscosity of the oil and its ability to
valves open. These bypass valves provide immediate flow through the oil cooler and oil filter. Filtered oil is
lubrication to engine components when cold oil with directed to the turbocharger oil supply line and main oil
high viscosity may not pass through the oil filter easily. gallery where it is distributed to engine components.
The bypass valves allow oil to bypass the engine oil
Oil that exits the oil cooler flows through a return
cooler and oil filter.
shutoff valve that prevents the oil from draining back
The bypass valve will also allow oil to bypass the oil into the oil pan. From the return shutoff valve, oil
filter in case the oil filter becomes restricted. This enters the oil filter element and flows from the outside
prevents a restricted oil filter from blocking oil flow to to the inside of the filter element to remove debris.
engine components. When the filter is restricted, an oil filter bypass valve
opens and allows oil to bypass the filter so engine
lubrication is maintained. If the oil pressure inside
the oil filter element is too high, an oil pressure relief
valve, located at the bottom of the oil filter element
housing, allows excess oil to flow to the oil gallery.
Clean oil enters the crankcase directly from the
oil filter housing to lubricate the crankshaft, air
compressor, intermediate gears, and turbochargers.

The crankshaft has cross-drillings that direct oil to the housing to the center housing of each turbocharger.
connecting rods. Oil drains back to the oil pan through the low and
high-pressure turbocharger oil return tubes connected
Piston cooling jets continuously direct cooled oil to the
to the crankcase.
bottom of the piston crowns.
The turbochargers are lubricated with filtered oil from
an external supply tube that connects the oil filter

Engine Cooling System

Cooling System Components

Figure 21 Cooling system components

1. EGR coolant tube assembly 4. EGR coolant tube assembly 8. Water pump inlet
(primary EGR cooler) (secondary EGR cooler) 9. Coolant Control Valve (CCV)
2. EGR coolant return (secondary 5. Engine Coolant Temperature 1 assembly
EGR cooler) (ECT1) sensor (behind ISC) 10. Coolant adapter
3. EGR coolant return (primary 6. Thermostat housing cover 11. Engine Coolant Pressure 1
EGR cooler) 7. Water pump (ECP1) sensor

Cooling System Flow

Figure 22 Cooling system flow

The water pump is located on the front cover and the thermostat can direct into two directions to exit
draws coolant from the radiator through the coolant the cylinder head.
inlet at the lower right side of the engine. The water
When the thermostat is closed, coolant is directed
pump pushes coolant to the oil cooler through a
through the bypass port, crankcase and front cover,
passage in the front cover.
and into the water pump.
Coolant flows to the crankcase and through the water
When the thermostat is open, the bypass port is
jacket from rear to front. This coolant flows around
blocked, and coolant is directed from the engine into
the cylinder liners to absorb heat from combustion.
the radiator. Coolant passes through the radiator
The coolant may also pass through an optional engine
and is cooled by moving air from the radiator fan.
coolant heater.
The coolant returns to the engine first through the
Coolant flows through the cylinder head water jackets transmission cooler, then through the engine water
towards the thermostat cavity at the front of the inlet pipe.
cylinder head. Depending on coolant temperature,

The air compressor is cooled with engine coolant The surge tank provides expansion space for coolant
supplied by a hose from the left side of the crankcase. and deaerated the cooling system. The following four
Coolant passes through the air compressor cylinder vents provide coolant to the tank:
head and returns through a hose back into the
• Rear and Front EGR Cooler
crankcase through the engine water inlet pipe.
• Main radiator vent
The fuel doser is also cooled with engine coolant
supplied by the oil cooler module. Coolant passes • Low temperature radiator vent
through the fuel doser and is returned to the engine
The surge tank returns coolant through the surge line,
water inlet pipe.
back to the water pump inlet. Cab heat is provided by
The oil cooler assembly receives coolant from the the heater core, which receives warmed coolant from
front cover water outlet pipe. Coolant passes between the coolant supply housing.
the oil cooler plates and returns to the crankcase.
Coolant from the water pump also flows through
Thermostat Operation
an external pipe to the rear EGR cooler and to the
front EGR cooler. Coolant passes between the EGR The MaxxForce® 15 engine is fitted with two
cooler plates. Rear EGR cooler section coolant thermostats in a common housing to ensure
travels parallel to the exhaust flow. The front EGR sufficient coolant flow in all operating conditions.
cooler section coolant flows opposite to the exhaust The thermostats are located at the front of the engine
flow. The coolant from the rear EGR cooler is then on the right side of the cylinder head.
returned to the water inlet pipe. The coolant from the
The thermostat housing assembly has two outlets.
front EGR cooler is returned to an external pipe to
One directs coolant to the radiator when the engine is
the back of the oil cooler module. Deaeration ports
at operating temperature. The second outlet directs
are located on the top of both the rear and front EGR
coolant to the water pump until the engine reaches
coolers which directs coolant and trapped air to the
operating temperature. The thermostats begin to
coolant surge tank.
open at 88°C (190°F) and are fully open at 103°C
Coolant from the water pump also flows through (217°F).
the Interstage cooler to regulate the charge air
When engine coolant is below 88°C (190°F), the
temperature. Flow through the Interstage cooler is
thermostats are closed and block coolant flow to the
controlled by the Coolant Controlled Valve (CCV).
radiator. Coolant is forced to flow through a bypass
Depending on the coolant flow, CCV sends coolant
port back to the water pump.
through the Low Temperature Radiator (LTR) or
bypass directly to the Interstage Cooler (ISC). When When coolant temperature reaches the opening
the charge air temperature is too low, CCV bypasses temperature of 88°C (190°F), the thermostats open
the LTR and directs all the coolant through the ISC. and allow some coolant to flow to the radiator. When
When the charge air temperature increases, CCV coolant temperature exceeds 103°C (217°F), the
directs a percentage of coolant to the LTR before it lower seat blocks the bypass port and directs full
enters the ISC to cool the charge air. If the engine coolant flow to the radiator.
coolant temperature is too high, CCV sends all of the
coolant flow through the LTR and through the ISC to
help cool the engine faster. Coolant Control Valve (CCV) Assembly Operation
Coolant from the CCV also flows to the EGR valve. The CCV assembly is installed on the lower right side
Flow through the EGR valve is supplied by an external of the engine and controls coolant flow to the ISC,
pipe that also supplies to the Interstage cooler. The EGR valve, and LTR.
EGR valve coolant flow is then returned to the top port
The CCV assembly has two separate solenoid
of the surge tank.
actuated valves: Coolant Mixer Valve (CMV) and
Coolant Flow Valve (CFV). The CMV and the
CFV are part of the CCV assembly and cannot
be serviced separately. The CMV and CFV solenoids
are controlled by two separate Pulse Width Modulated

(PWM) signals from the ECM. The PWM signal duty CMV
cycles vary between 0% and 100% depending on the
The mixing valve varies the amount of coolant that
coolant and charge air temperature.
passes through the low temperature radiator, or LTR.
With a 0% signal to the mixing valve, all coolant flows
CFV
to the LTR before entering the ISC and the EGR valve.
The flow valve varies the rate of coolant flow to the When 100% duty cycle is applied to the mixing valve,
mixing valve. At 0% duty cycle the flow valve is fully full coolant flow bypasses the LTR and is directed to
open and coolant to the mixing valve is not restricted. the ISC and EGR valve.
When the flow valve receives 100% duty cycle, it
partially closes restricting coolant to the mixing valve.

MaxxForce®Engine Brake System brake housing assemblies. This provides progressive

braking capabilities with the retarding effect of two
The MaxxForce®engine brake is standard equipment
cylinders, four cylinders, or all six cylinders.
on the MaxxForce® 15L engine. The engine brake
uses engine oil pressure to improve the engine
braking power by holding the exhaust valves slightly
open during the cylinder compression and power
strokes.
During engine brake operation, both the compression
and expansion strokes of the power cylinders are used
to absorb road speed energy through the powertrain.
The operator can enable or disable the engine brake
by pressing a dash mounted ON/OFF switch.

Engine Brake System Components

Figure 23 Engine brake housing

1. Slave piston
2. Master piston
3. Slave piston adjustment screw
4. Engine brake solenoid and spool valve

The engine brake consists of three identical housing

assemblies; each housing is positioned over two
cylinders. The housing assembly is mounted to the
supports for the rocker shaft assembly with studs and
nuts. The rocker arm and exhaust bridge assembly
is used to transfer force from the slave piston to the
exhaust valves.
The engine brake is controlled by the ECM. The
control circuit for the engine brake permits the
operation of either one, two, or all three engine

Figure 24 Engine brake system

1. Check valve 7. Slave piston 13. Rocker arm shaft oil passage
2. High-pressure oil passage 8. Master piston spring 14. Engine oil pump
3. Slave piston adjustment screw 9. Slave piston spring 15. Engine oil pan
4. Master piston 10. Exhaust rocker arm 16. Exhaust valve
5. Spool valve 11. Exhaust bridge 17. Lost motion assembly
6. Oil drain passage 12. Lost motion rocker arm

Engine Brake Operation arm. Oil fills the master cylinder and high-pressure
oil passage between the master cylinder and slave
The engine brake is operated by pressurized engine
cylinder. The master piston will follow the movement
oil. Engine oil is supplied to the engine brake through
of the lost motion rocker arm. The check valve will
a passage in the rocker shaft assembly. The spool
close when the master piston moves upward causing
valve controls the flow of oil to the engine brake
the pressure in the high-pressure oil passage to rise.
components.
This increase in pressure causes the slave cylinder to
When the spool valve is moved by the engine brake move downward contacting the exhaust valve bridge
solenoid, low pressure oil passes through the spool and open the exhaust valves.
valve. The oil flow opens a check valve and flows
The ECM will disable the fuel injectors during engine
into the high-pressure oil passage to supply oil to
brake operation. Without fuel injection or combustion,
the master and slave cylinders. The oil pressure
the power stroke is transformed into an energy
overcomes the spring in the master cylinder and
absorption stroke. This will create an engine braking
forces the master piston toward the lost motion rocker

force at the flywheel. As the lost motion rocker arm

moves down, the master piston will also move down
and reduce the oil pressure on the slave piston. As a
result, the slave piston will move upward and return
exhaust valve operation to the engine valve train.
De-energizing the solenoid allows oil to drain back into
the engine oil pan through the drain passages in the
spool valve.

Open Crankcase Breather System

Open Crankcase Breather System Components

Figure 25 Open crankcase breather system

1. Breather inlet tube 3. Breather outlet tube
2. Breather filter assembly 4. Breather drain tube

Open Crankcase Breather System Operation breather inlet tube. From the breather inlet tube,
blow-by gases enter the breather filter assembly
The open crankcase breather system uses an engine
where heavy oil particles are separated and drain into
mounted oil separator to return oil to the crankcase
the oil pan through check valves in oil drain tube.
and vent blow-by gases to the atmosphere. The
primary component of the system is the breather filter The cleaned blow-by gases exit to the atmosphere
in the breather filter assembly. The breather filter through the breather outlet tube.
separates oil mist from blow-by gases.
The blow-by gases exit the crankcase from the valve
cover and enter the breather system through the

Cold Start Assist System

Figure 26 Cold start assist system components

1. Cold Start Fuel Igniter (CSFI) 3. Cold Star Fuel Solenoid (CSFS) 6. Cold Start Relay (CSR)
2. Solenoid to injector tube 4. Filter to solenoid tube assembly
assembly 5. Relay support assembly

Cold Start Fuel Igniter (CSFI) Cold Start Fuel Solenoid (CSFS)
The CSFS valve is located on the left side of the
engine and is controlled by the ECM. The CSFS valve
is supplied regulated low pressure fuel from the fuel
filter housing assembly through the solenoid to injector
tube.
When the ECM provides 12 volts to the solenoid valve,
the CSFS valve opens and allows fuel to flow to the
CSFI through the solenoid to injector tube. Ground
control is provided by the ECM.

Cold Start Assist System Operation

The cold start assist system operates only in
temperatures lower than 11°C (52°F).

Figure 27 Cold Start Fuel Igniter (CSFI) When the vehicle operator turns the ignition switch
to ON, the wait-to-start lamp in the instrument cluster
1. Electrical connection illuminates. The ECM activates the Cold Start Relay
2. Insulation (CSR) based on the temperature readings from
3. Fuel line connection the Engine Coolant Temperature (ECT), Engine Oil
4. Metering device Temperature (EOT), and the Intake Air Temperature
5. Vaporizer filter (IAT) sensors. The CSR then energizes the CSFI for
6. Vaporizer tube approximately 45 seconds.
7. Heater element
8. Protective sleeve Once the CSFI is heated to approximately 1 000°C
(1,832°F), the wait-to-start lamp starts to flash and
the operator needs to crank the engine. When the
The function of the CSFI is to spray ignited fuel into the engine starts rotating, the solenoid valve opens and
mixing duct. The ignited fuel warms incoming air to allows fuel to enter the CSFI through the solenoid to
assist starting a cold engine. The CSFI is essentially injector tube. The fuel passes through the vaporizer
a fuel injector and glow plug in one unit. tube inside the CSFI. The vaporized fuel then mixes
with the intake air and ignites in contact with the heater
The CSFI has an internal fuel metering device, a element.
vaporizer filter, a vaporizer tube, a heater element,
and a protective sleeve. The protective sleeve has Once the engine starts, the CSFI remains energized
holes that allow enough air to pass through the CSFI and fuel continues to be injected to the CSFI, and the
to enable the fuel vaporization and combustion. wait-to-start lamp continues to flash for a maximum of
4 minutes. When the wait-to-start lamp stops flashing,
The CSFI is installed on the left front side of the engine the CSFI and the solenoid valve are deactivated. If
in the mixing duct. the operator accelerates while the wait-to-start lamp
flashes, the cold start assist system will shut down.
Cold Start Relay (CSR)
The CSR is located on the rear left side of the
engine. The CSR provides voltage to the CSFI and is
controlled by the Engine Control Module (ECM).

Electronic Control System Continuous calculations in the ECM occur in the

foreground and background.
Electronic Control System Components
• Foreground calculations are faster than
The MaxxForce® 15 engine is equipped with an
background calculations and are normally more
Engine Control Module (ECM) that monitors and
critical for engine operation. Engine speed control
controls all functions of the engine and aftertreatment
is an example.
system.
• Background calculations are normally variables
that change at slower rates. Engine temperature
Operation and Function is an example.
The Engine Control Module (ECM) monitors and Diagnostic Trouble Codes (DTCs) are set by the
controls engine performance to ensure maximum microprocessor if inputs or conditions do not comply
performance and adherence to emissions standards. with expected values.
The ECM performs the following functions:
Diagnostic strategies are also programmed into the
• Provide reference voltage (VREF) ECM. Some strategies monitor inputs continuously
and command the necessary outputs for correct
• Condition input signals
performance of the engine.
• Process and store control strategies
• Control actuators Diagnostic Trouble Codes
Diagnostic Trouble Codes (DTCs) are stored by
the ECM if inputs or conditions do not comply with
Reference Voltage (VREF)
expected values. Diagnostic codes for the 2010
The ECM supplies 5 volt VREF signals to input MY are communicated using the Suspect Parameter
sensors in the electronic control system. By Number (SPN) and Failure Mode Indicator (FMI)
comparing the 5 volt VREF signal sent to the sensors identifiers, and are accessed using an electronic
with their respective returned signals, the ECM service tool with ServiceMaxx™ diagnostic software
determines pressures, positions, and other variables or a generic scan tool as well.
important to engine and vehicle functions.
Microprocessor Memory
Signal Conditioner The ECM microprocessor includes Read Only
Memory (ROM) and Random Access Memory (RAM).
The signal conditioner in the internal microprocessor
converts analog signals to digital signals, squares up
ROM
sine wave signals, or amplifies low intensity signals to
a level that the control module’s microprocessors can ROM stores permanent information for calibration
process. tables and operating strategies. Permanently stored
information cannot be changed or lost when the
ignition switch is turned to OFF or when power to
Microprocessor the control modules is interrupted. ROM includes the
following:
The ECM microprocessor stores operating
instructions (control strategies) and value tables • Vehicle configuration, modes of operation, and
(calibration parameters). The ECM compares stored options
instructions and values with conditioned input values
• Engine Family Rating Code (EFRC)
to determine the correct strategy for all engine
operations. • Engine warning and protection modes

RAM The CFV and CMV are part of the Coolant Control
Valve (CCV) assembly which is mounted on the lower
RAM stores temporary information for current engine
right side of the engine.
conditions. Temporary information in RAM is lost
when the ignition switch is turned to OFF or power
to control module is interrupted. RAM information Exhaust Gas Recirculation (EGR) Valve Assembly
includes the following:
The EGR valve assembly controls the flow of exhaust
• Engine temperature gases entering the EGR cooler assembly.
• Engine rpm The EGR valve operates on a Pulse Width Modulated
(PWM) voltage signal from the ECM. The ECM will
• Accelerator pedal position
then regulate the duty cycle of the PWM voltage signal
to the EGR valve assembly actuator to open or close
the valve as required.
Actuator Control
A sensor within the EGR valve provides feedback to
The ECM controls the actuators by applying a low
the ECM on the valve position. A fault code will be set
level signal (low side driver) or a high level signal (high
if the ECM detects an error.
side driver). When switched on, both drivers complete
a ground or power circuit to an actuator. The EGR valve assembly is mounted on the rear of the
EGR cooler assembly, on the right side of the engine.
Actuators are controlled in one of the following ways,
depending upon type of actuator:
Air Control Valve
• Pulse Width Modulated (PWM)
The air control valve controls the wastegate actuator
• Switched on or off
on the high-pressure turbocharger.
• CAN messages
The air control valve either applies air pressure to the
wastegate actuator, or vents system pressure to the
atmosphere in response to commands from the ECM.
Actuators
The air control valve is mounted on a bracket on the
The ECM controls engine operation with the following:
right side of the engine, below the secondary EGR
• Coolant Flow Valve (CFV) cooler.
• Coolant Mixer Valve (CMV)
Cold Start Relay (CSR)
• Exhaust Gas Recirculation (EGR) valve
The cold start assist system aids cold engine starting
• Air control valves (TC1WC and TC2WC)
by warming the incoming air supply during cranking
• Cold Start Fuel Solenoid (CSFS) and initial idling.
• Cold Start Relay (CSR) The CSR is a solid state relay that is pulse width
modulated by the ECM to energize the CSFI. The
• Engine Throttle Valve (ETV)
CSFI is case grounded to the ETV assembly. The total
• Fuel Pressure Control Valve (FPCV) time that the CSR energizes the CSFI is dependent on
engine coolant temperature.

Coolant Flow Valve and Coolant Mixer Valve

Cold Start Fuel Solenoid (CSFS)
The Coolant Flow Valve (CFV) controls the maximum
The CSFS valve controls the fuel flow to the CSFI
pressure in the LTR and the Coolant Mixer Valve
during cold start assist operation.
(CMV) regulates the temperature of the coolant
by directing the coolant either through the Low When the cold start assist is required, the ECM
Temperature Radiator (LTR) or through an internal provides voltage to open the CSFS valve during
bypass. Both valves are controlled by the ECM. cranking and initial idling.

The CSFS valve is mounted on the left side of the decreases as temperature increases, and increases
engine, above the fuel filter. as temperature decreases. Thermistors work with a
resistor that limits current in the control module to a
voltage signal matched with a temperature value.
Engine Throttle Valve (ETV)
The top half of the voltage divider is the current limiting
The ETV is a variable position actuator that restricts resistor inside the control module. A thermistor
intake air flow by way of an internal butterfly valve sensor has two electrical connectors, signal return
to help heat the exhaust aftertreatment during and ground. The output of a thermistor sensor is a
regeneration, and to assist when heavy EGR is non-linear analog signal.
requested.
Thermistor type sensors include the following:
The ETV changes butterfly valve position in response
to ECM signals. The ETV contains an internal • Aftertreatment temperature sensors
position sensor that monitors butterfly valve position • Charge Air Cooler Outlet Temperature (CACOT)
and transmits a position signal to the ECM.
• Engine Coolant Temperature (ECT) sensors
The ETV is mounted on the left side of the engine.
• Engine Oil Temperature (EOT) sensor
• Intake Manifold Temperature (IMT) sensor
Fuel Pressure Control Valve (FPCV)
The FPCV is a variable position actuator that Aftertreatment Temperature Sensors
regulates fuel pressure in the pressure pipe rail. Three sensors used in the Aftertreatment System
The FPCV changes valve position through pulse width include the following:
modulated signals from the ECM. It controls the flow • Diesel Oxidation Catalyst Inlet Temperature
of fuel to the suction side of the high-pressure pump. (DOCIT) sensor
The FPCV is mounted on the high-pressure pump. • Diesel Oxidation Catalyst Outlet Temperature
They are serviced as an assembly. (DOCOT) sensor
• Diesel Particulate Filer Outlet Temperature
Engine and Vehicle Sensors (DPFOT) sensor
Thermistor Sensor The DOCIT sensor provides a feedback signal to
the Engine Control Module (ECM) indicating Diesel
Oxidation Catalyst (DOC) inlet temperature. The
DOCIT sensor is the first temperature sensor installed
past the pre-diesel oxidation catalyst and just before
the DOC.
The DOCOT sensor provides a feedback signal to
the Engine Control Module (ECM) indicating Diesel
Oxidation Catalyst (DOC) outlet temperature. The
DOCOT sensor is installed just after the DOC.
The DPFOT sensor provides a feedback signal to the
ECM indicating DPF outlet temperature. The DPFOT
sensor is installed just after the DPF.
During a DPF regeneration, the ECM monitors these
sensors along with the EGR system and ETV.
Figure 28 Thermistor sensor

A thermistor sensor changes electrical resistance with

changes in temperature. Resistance in the thermistor

Charge Air Cooler Outlet Temperature (CACOT) Variable Resistance Sensor

Sensor
Early production engines come equipped with
a CACOT sensor; however, even though it is
electronically connected to the system, it is disabled
in the ECM software and not currently utilized. The
CACOT sensor is installed in the engine throttle valve
assembly.

Engine Coolant Temperature 1 (ECT1) Sensor

The ECT sensor is a thermistor sensor that detects
engine coolant temperature.
This engine has two ECT sensors. The ECT1 sensor
is installed on the right side of the engine behind the Figure 29 Variable resistance sensor
thermostat assembly. The ECT2 sensor is installed in
the coolant manifold behind the interstage cooler.
Variable resistance sensors measure pressure. The
The ECT1 and ECT2 signals are monitored pressure measured is applied to a ceramic material.
by the ECM for operation of the instrument The pressure forces the ceramic material closer to a
panel temperature gauge, coolant temperature thin metal disk. This action changes the resistance of
compensation, charge air temperature control, the sensor.
optional Engine Warning Protection System (EWPS),
and the wait-to-start lamp. The sensor is connected to the control module through
the VREF, signal, and signal ground wires.
Engine Oil Temperature (EOT) Sensor The sensor receives the VREF and returns an analog
The EOT sensor is a thermistor sensor that detects signal voltage to the control module. The control
engine oil temperature. module compares the voltage with pre-programmed
values to determine pressure.
The EOT signal is monitored by the ECM for the
Engine Warning Protection System (EWPS). The Variable resistance sensors include the following:
EOT sensor is also used by the oil temperature gauge • Exhaust Gas Differential Pressure (EGDP) sensor
in the instrument cluster.
• Fuel Delivery Pressure (FDP) sensor
The EOT sensor is installed in the side of the oil
module, on the right side of the engine. • Engine Oil Pressure (EOP) sensor
• Fuel Rail Pressure (FRP) sensor
Intake Manifold Temperature (IMT) Sensor
• Intake Manifold Pressure (IMP) sensor
The IMT sensor is a thermistor sensor that monitors
the temperature of the intake air. Exhaust Gas Differential Pressure (EGDP) Sensor
EGR operation is shut down under certain The EGDP sensor provides a feedback signal to
temperature conditions to prevent sulphurous acids the Engine Control Module (ECM) indicating the
from condensing under cold charge-air temperatures pressure difference between the inlet and outlet of
and to protect the engine from excessively hot intake the particulate filter. The ECM monitors this sensor to
air in the event of an EGR fault. determine DPF soot levels.
The IMT sensor is installed in the intake channel of the The EGDP sensor is a differential pressure sensor
cylinder head, on the left side of the engine. with two tap-offs installed past the turbocharger. A
tap-off is located before and after the DPF.

Engine Fuel Delivery Pressure (FDP) Sensor Magnetic pickup sensors used include the following:
The FDP sensor is a variable resistance sensor that • Crankshaft Position (CKP) sensor
measures fuel supply pressure.
• Camshaft Position (CMP) sensor
The FDP sensor provides feedback to the ECM for the
• Vehicle Speed Sensor (VSS)
low-pressure fuel system.
The FDP sensor is installed in the front of the fuel filter Crankshaft Position (CKP) Sensor
housing assembly on the left side of the engine.
The CKP sensor is a magnetic pickup sensor that
indicates crankshaft speed and position.
Engine Oil Pressure (EOP) Sensor
The CKP sensor sends a pulsed signal to the Engine
The EOP sensor is a variable resistance sensor that
Control Module (ECM) as the crankshaft turns. The
detects engine oil pressure.
CKP sensor reacts to a 58 tooth timing disk on the
The EOP signal is monitored by the ECM for operation front of the crankshaft. By comparing the CKP signal
of the instrument panel pressure gauge and optional with the CMP signal, the ECM calculates engine rpm
EWPS. and timing requirements.
The EOP sensor is installed in the oil pressure sensor The CKP sensor is installed at the bottom left of the
support, on the left side of the engine. engine, in the front cover.

Fuel Rail Pressure (FRP) Sensor Camshaft Position (CMP) Sensor

The FRP sensor is a variable resistance sensor that The CMP sensor is a magnetic pickup sensor that
monitors the fuel pressure in the pressure pipe rail. indicates camshaft speed and position.
The FRP sensor measures the fuel pressure just prior The CMP sensor sends a pulsed signal to the ECM
to injection. as the camshaft timing ring mounted on the rear of
the camshaft gear rotates past the CMP sensor. The
The FRP sensor is mounted in the front of the pressure
ECM calculates camshaft speed and position from
pipe rail on the left side of the engine.
CMP signal frequency.
Intake Manifold Pressure (IMP) Sensor The CMP sensor is installed at the top left of the
engine, in the front cover.
The IMP sensor is used to measure the absolute
charge-air pressure.
Vehicle Speed Sensor (VSS)
The IMP sensor is installed in the ETV on top of the
The VSS provides the ECM with transmission tail shaft
engine.
speed by sensing the rotation of a 16-tooth gear on
the rear of the transmission. The detected sine wave
signal (AC) received by the ECM is used with tire
Magnetic Pickup Sensor
size and axle ratio to calculate vehicle speed. The
A magnetic pickup sensor contains a permanent VSS signal is transmitted over the CAN in vehicles
magnet core that is surrounded by a coil of wire. with automatic transmission. The VSS is located on
The sensor generates a voltage signal through the the left side of the transmission housing for automatic
collapse of a magnetic field that is created by a transmissions, or at rear of the transmission housing
moving metal trigger. The movement of the trigger for manual transmissions.
then creates an AC voltage in the sensor coil.

Potentiometer Switches

Figure 31 Switch

Switch sensors indicate position, level, or status.

They operate open or closed, regulating the flow of
Figure 30 Potentiometer current. A switch sensor can be a voltage input switch
or a grounding switch. A voltage input switch supplies
the control module with a voltage when it is closed.
A potentiometer is a variable voltage divider that A grounding switch grounds the circuit when closed,
senses the position of a mechanical component. causing a zero voltage signal. Grounding switches
A reference voltage is applied to one end of the are usually installed in series with a current limiting
potentiometer. Mechanical rotary or linear motion resistor.
moves the wiper along the resistance material, Switches include the following:
changing voltage at each point along the resistive
material. Voltage is proportional to the amount of • Driveline Disengagement Switch (DDS)
mechanical movement. • Engine Coolant Level (ECL)
The engine has two potentiometers, both contained in
the Accelerator Pedal Position (APP) sensor. Driveline Disengagement Switch (DDS)
The DDS determines if a vehicle is in gear. For
Accelerator Pedal Position (APP) Sensors manual transmissions, the clutch switch serves as
The dual track APP sensor provides the ECM with a the DDS. For automatic transmissions, the neutral
feedback signal (linear analog voltage) that indicates indicator switch or datalink communication functions
the operator’s demand for power. The dual track APP as the DDS.
sensor is installed in the cab on the accelerator pedal.
Engine Coolant Level (ECL) Switch
The ECL switch is part of the Engine Warning
Protection System (EWPS). The ECL switch is
located on the deaeration tank. When the magnetic
switch is open, the tank is considered full of coolant.

If engine coolant is low, the switch closes and the red corresponds to the oxygen levels in the exhaust
ENGINE lamp on the instrument panel is illuminated. stream.
The O2S is installed in the turbocharger exhaust duct.
Oxygen Sensor (O2S)
The O2S monitors oxygen levels in exhaust gases. Turbocharger 2 Compressor Inlet Sensor (TC2CIS)
The O2S is used to tune the engine operation to a Early production engines will be equipped with a
specified air-to-fuel ratio. TC2CIS, however this sensor is not used by the
engine control system at this time.
The O2S compares oxygen levels in the exhaust
stream with oxygen levels in the outside air. It The TC2CIS is installed in the low-pressure
then generates a voltage that is transmitted to the turbocharger compressor outlet duct.
ECM. The level of voltage generated by the O2S

Table of Contents

Standard Electronic Control Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

Aftertreatment (AFT) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Cold Ambient Protection (CAP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Cold Start Assist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Coolant Temperature Compensation (CTC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .53
Data Plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Electronic Speedometer and Tachometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Engine Crank Inhibit (ECI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Engine Electronic Governor Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Engine Fan Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Event Logging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Fast Idle Advance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
J1939 Datalink . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Password Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Service Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Trip Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Vehicle Setup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55

Optional Electronic Control Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56

Cruise Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Driver Reward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
MaxxForce® Engine Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Engine Warning Protection System (EWPS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Gear Down Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Idle Shutdown Timer (IST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Progressive Shift. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Power Take Off (PTO) - In Cab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Power Take Off (PTO) - Remote. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Service Interval. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Traction Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Upshift Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Road Speed Limiter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Standard Electronic Control Features 2 (ECT2) sensors. When the key is turned to the
ON position, the ECM monitors the ECT2 and AIT
NOTE: For the latest complete feature operation,
sensors. If either sensor is below 11°C (52°F), the
and parameter information, use the MaxxForce® 15
ECM enables the CSR. The CSR energizes the Cold
Engine Feature Documentation found under the Body
Start Fuel Igniter (CSFI). When the CSFI reaches
Builder Website Link within International Service
the proper operating temperature, the wait to start
Information Solutions (ISIS). This includes parameter
lamp flashes. As the engine is cranked, the ECM
details of description, possible values, whether or
energizes the Cold Start Fuel Solenoid (CSFS) valve,
not it is customer programmable, and recommended
introducing fuel into the CSFI, which ignites and
settings.
warms the air being drawn into the engine. Do not
Aftertreatment (AFT) System accelerate the engine until the wait to start lamp goes
out.
The AFT system, part of the larger exhaust system,
processes engine exhaust so that it meets tailpipe For additional information, see Cold Start Assist
emission requirements. The AFT system traps System in the “Engine Systems” section of this
particulate matter (soot) and prevents it from leaving manual.
the tailpipe. The trapped particulate matter is
then rendered to ash by heating the exhaust and
injecting fuel through a process called regeneration. Coolant Temperature Compensation (CTC)
Regeneration reduces the frequency of AFT system
NOTE: CTC is disabled in emergency vehicles and
maintenance without adversely affecting emissions.
school buses that require 100 percent power on
For additional information, see Aftertreatment (AFT) demand.
System in the “Engine Systems” section of this
CTC reduces fuel delivery if the engine coolant
manual.
temperature is above cooling system specifications.
Before standard engine warning or optional
Cold Ambient Protection (CAP) warning/protection systems engage, the ECM
begins reducing fuel delivery when engine coolant
CAP protects the engine from damage caused by
temperature reaches approximately 107°C (225°F).
prolonged idle at no load condition during cold
A rapid fuel reduction of 15 percent is achieved when
weather.
engine coolant temperature reaches approximately
CAP maintains engine coolant temperature by 110°C (230°F).
increasing engine rpm. CAP also improves cab
warm-up.
Data Plate
CAP is standard on trucks without an Idle Shutdown
Timer (IST). The ECM stores data to help identify the vehicle and
engine components. The data plate feature is used
to display text data descriptions in order to assist with
Cold Start Assist reports and make data tracking easier.
The cold start assist feature improves engine startup The parameters associated with this feature only
in cold weather. The Engine Control Module (ECM) need to be modified when a related component is
controls the Cold Start Relay (CSR) and monitors replaced, and can only be updated through your
the Engine Oil Temperature (EOT), Air Intake authorized dealer.
Temperature (AIT) and Engine Coolant Temperature

Electronic Speedometer and Tachometer The primary purpose of the engine fan is to allow the
engine to run at its regulated operating temperature
The engine control system calibrates vehicle speed
increasing engine performance. It is also used to
up to 157,157 pulses per mile. The calculated vehicle
assist in cooling the refrigerant in the A/C condenser.
speed is a function of transmission tail shaft speed,
Factory set parameters within the ECM provide
number of teeth on the tail shaft, rear axle ratio, and
engine fan control based on the fan type installed in
tire revolutions per mile. Use the Electronic Service
the vehicle. Choosing whether the fan is engaged
Tool (EST) with ServiceMaxx™ software to program
during engine speed control, commonly referred
new speed calibrations into the ECM.
to as PTO, operation is a customer programmable
The tachometer signal is generated by the ECM by parameter. For additional information, see EFC
computing the signals from the Camshaft Position (Engine Fan Control) in the “Electronic Control
(CMP) sensor and the Crankshaft Position (CKP) Systems Diagnostics” section of this manual.
sensor. The calculated engine speed is then sent to
the instrument cluster through the J1939 CAN Data
Link. Event Logging System
The event logging system records vehicle operation
above the maximum speed setting (overspeed) and
Engine Crank Inhibit (ECI)
engine operation above maximum rpm (overspeed),
The ECI will not allow the starting motor to engage coolant temperature out of operational range, low
when the engine is running and the drivetrain is coolant level, or low oil pressure. The readings for
engaged. the odometer and hourmeter are stored in the ECM
memory at the time of an event and can be retrieved
The ECI will not allow the starting motor to engage
using the EST.
with the engine running if the key is turned to START
while the clutch pedal is pressed.
Fast Idle Advance
Engine Electronic Governor Control The ECM monitors the Engine Coolant Temperature
(ECT) sensor. If the engine coolant temperature is
The governor controls engine rpm within a safe and
below 10°C (50°F), the ECM activates the fast idle
stable operating range.
advance.
The low idle governor prevents engine rpm from
Fast idle advance increases engine idle speed to 700
dropping below a stable speed to prevent stalling
rpm for a period of up to 100 seconds to assist in faster
when various loads are demanded on the engine.
warm-up to operating temperature. This occurs by the
The high idle governor prevents engine rpm from ECM monitoring the engine coolant temperature and
going above a safe speed that would cause engine adjusting the fuel injector operation accordingly.
damage.
Low idle speed is resumed when engine coolant
temperature reaches temperatures above 10°C
(50°F), or the 100 second period times out.
Engine Fan Control
The engine fan control feature is designed to allow
configuration of the engine for various fan control
features on a particular vehicle application.

J1939 Datalink prevent unauthorized users from changing parameter

values in the ECM. With the password set, the
The vehicle is equipped with an Society of Automotive
service tool will prompt for the current password and
Engineers (SAE) standard J1939 CAN datalink:
will not allow any parameter to be changed until that
• The J1939 datalink is used for diagnostics and password is entered. The password parameter is
calibration communications for the Engine Control customer programmable.
Module (ECM).
• The J1939 datalink is used for communications
Service Diagnostics
between the ECM, Electronic Gauge Cluster
(EGC), and Body Controller (BC). The EST provides diagnostic information using the
J1939 datalink.
The J1939 datalink is accessed through the cab
diagnostic connector pins C and D. The datalink Faults from sensors, actuators, electronic
provides communication between the ECM and the components, and engine systems are detected
Electronic Service Tool (EST). by the ECM. The faults are accessed by the EST
through the Diagnostic Connector, and are displayed
The J1939 datalink supports:
as Diagnostic Trouble Codes (DTCs) on the EST.
• Transmission of engine parameter data Effective engine diagnostics require and rely on
DTCs.
• Transmission and clearing of Diagnostic Trouble
Codes (DTCs)
• Diagnostics and troubleshooting Trip Reporting
• Programming engine and vehicle features The trip reporting feature is designed to monitor,
collect, and store engine related operational
• Programming calibrations and strategies
information. This information can be downloaded
• Inter-module communications between the: and organized into useful reports using a service tool.
Trip reporting operational data is recorded in two
• Engine Control Module (ECM)
ways; non-resettable cumulative data, which consists
• Body Controller (BC) of running totals, and resettable trip data, which
consists of data collected since the last trip reset.
• Electronic Gauge Cluster (EGC)
• Automatic Transmission Controller
Vehicle Setup
• Electronic Service Tool (EST)
The vehicle setup feature consists of various
For additional information, see J1939 Datalink in the
parameters within the ECM, which are based
“Electronic Control Systems Diagnostics” section in
on the vehicle configuration. Most parameters
this manual.
are pre-programmed by the original equipment
manufacturer (OEM) and will not require any
adjustment for the life of the vehicle.
Password Protection
The ECM allows the vehicle to be configured to help
the owner optimize fuel economy and reliability. The
password protection feature provides protection to

Optional Electronic Control Features Programmable parameters within the ECM provide
engine brake related options that can be adjusted
NOTE: For the latest complete feature operation,
to suit the customer’s needs. Choosing whether the
and parameter information, use the MaxxForce® 15
engine brake is activated by pressing the service
Engine Feature Documentation found under the Body
brake pedal or by releasing the accelerator pedal
Builder Website Link within ISIS®. This includes
is one example. For a detailed feature description,
parameter details of description, possible values,
see Engine Brake System in the “Engine Systems”
whether or not it is customer programmable, and
section of this manual.
recommended settings.
Cruise Control
Engine Warning Protection System (EWPS)
Cruise Control is a well-known feature that offers
driving comfort by providing a method for an operator NOTE: Emergency vehicles are not equipped with
to set and maintain a constant vehicle speed without EWPS.
using the accelerator pedal. It is especially useful
The Engine Warning and Protection System (EWPS)
when the operator is required to drive on highways at
feature is designed to protect the engine from damage
a constant speed for many miles.
by monitoring critical engine data such as the engine
This cruise control feature is unique due to a speed, temperature, oil pressure, and coolant level.
parameter, which allows the cruise control set speed The EWPS feature will alert the operator by using a
to be maintained in the ECM memory. Additional combination of visual and audible warnings if critical
programming flexibility is included to allow a trade-off engine parameters are exceeded. Depending on the
to be made between performance and fuel economy. severity of the problem, there may be a reduction in
power associated with the visual warnings. EWPS
also visually alerts the operator with an amber warning
Driver Reward lamp if the vehicle speed exceeds a threshold. The
vehicle overspeed incidents are logged and can be
The driver reward feature is designed to give the
downloaded into a report. Refer to the “Trip Reporting”
operator incentives for driving more efficiently. The
feature for more information.
feature accomplishes this by measuring the driver’s
habits based on fuel economy, time at idle, or both. Customer programmable parameters within the ECM
provide EWPS related options that can be adjusted
The rewards include higher maximum vehicle speed
to suit the customer’s needs. For example the
and higher cruise control speed limit. Lower maximum
customer may choose that the EWPS feature activate
vehicle speed or cruise control speed limits may result
a flashing red lamp and audible warning 30 seconds
as a penalty for failing to meet the standards.
before engine shut down, to provide an additional
Customer programmable parameters within the ECM level of engine protection.
provide driver reward related options that can be
adjusted to suit the customer’s needs.
Gear Down Protection
The Gear Down Protection (GDP) feature is designed
MaxxForce® Engine Brake
to encourage the driver to operate in the engine’s
The engine brake feature is a hydro-mechanical most efficient range for fuel economy. This is done
device designed to help decelerate the vehicle by by limiting the vehicle speed until the driver shifts into
providing additional engine load. It mounts under the a higher gear. This encourages the driver to upshift
engine valve cover and turns your power-producing to the next highest gear, and helps to maintain the
diesel engine into a power-absorbing air compressor. engine’s most efficient speed range for fuel economy.
This will reduce brake wear in vehicles which
There are several customer programmable
require frequent braking. This feature assumes
parameters for this feature.
the vehicle is equipped with a factory installed
engine brake system; otherwise there may be engine
components, additional switches, harnesses, and
software modifications which may also be required.

Idle Shutdown Timer (IST) The in-cab engine speed control feature provides
three conditions in which the operator may select
The idle shutdown timer is used to limit the amount of
PTO speeds:
engine idle time by automatically shutting down
the engine after a pre-programmed time has • Stationary Preset - Permits the operator to select
expired. Programmable parameters within the ECM up to six preset speeds while the vehicle is
determine the time and conditions required before the stationary
engine shuts down. Some customer programmable
• Stationary Variable Speed - Permits the operator
parameters provide idle shutdown related options that
to select any engine speed within the PTO
can be adjusted to suit the customer’s needs.
boundaries
Thirty seconds before engine shutdown occurs, there
• Mobile Variable Speed - Permits the operator
will be an amber lamp illuminated in the instrument
to select a desired variable speed for moving or
panel (if equipped) and an audible warning will sound.
stationary PTO operations
This will continue until the engine shuts down or the
idle shutdown timer is reset. This feature shuts down Customer programmable parameters within the ECM
the engine, but the vehicle electrical system and provide in-cab engine speed control related options
accessories will remain active until the key switch is that can be adjusted to suit the customer’s needs.
turned off. Choosing whether the operator is allowed to increase
the engine speed using the accelerator pedal without
disengaging the PTO is one example.
Progressive Shift
The progressive shift feature is designed to limit the
engine speed to encourage the driver to upshift early, Power Take Off (PTO) - Remote
which in turn improves fuel economy. This feature When control over engine speed is required from
provides engine speed limit parameters optimized for outside the vehicle’s cab, remote mounted switches
each transmission gear, to encourage the use of the must be used to turn on PTO engine speed control and
higher gears during cruise control and low engine load select the desired engine speed. This functionality is
operations. referred to as Remote Engine Speed Control (RESC).
Customer programmable parameters within the ECM The engine speed can be ramped up and down with
provide progressive shift related options that can be RESC similar to the way the in cab PTO feature works;
adjusted to suit the customer’s needs. however, the RESC feature includes two additional
switches (remote preset & remote variable), which
allow the operator to choose the mode of engine
Power Take Off (PTO) - In Cab speed control operation.
The engine speed control feature, commonly referred Customer programmable parameters within the ECM
to as “PTO”, provides a method for an operator to provide RESC related options that can be adjusted
set and maintain a constant engine speed without to suit the customer’s needs. Choosing whether a
using the accelerator pedal. It is commonly used for remote throttle pedal is used for PTO operation is one
powering auxiliary devices. example.

Service Interval Upshift Indicator

The service interval feature is designed to provide The upshift indicator feature provides an indication to
a visual reminder to the operator of service interval the operator that the transmission should be shifted
information such as, oil change interval has expired, into a higher gear. This helps to maintain the engine’s
and that routine maintenance procedures should be most efficient speed range for fuel economy.
performed. The term “interval” in this case is used
The feature is commonly used on manual
to describe the distance, time, or fuel used between
transmissions and automated manuals in manual
the last maintenance performed on the vehicle and the
mode.
next maintenance, which is due.
Customer programmable parameters within the
ECM provide options that can be adjusted to suit Road Speed Limiter
the customer’s needs. For example, the engine
Road Speed Limiter (RSL) is a feature with customer
hours, fuel used, and vehicle distance can be used
programmable parameters designed to regulate
individually or in combination to determine the service
the maximum vehicle speed as controlled by the
interval.
accelerator pedal.
It is essential that operators are trained to know the
The following additional features are available with
maintenance schedules and instructions regarding
RSL:
the operation and reset functionality of the service
interval for the feature to be effective. Refer to • Adjustable RSL: Provides a customer
Integral Digital Display in Section 3 – Instruments, programmable secondary vehicle speed
Indicators, and Switches of the MaxxForce® 15 limit, lower than the limit provided by RSL, useful
Engine Operation and Maintenance Manual for more for spreader applications and construction, etc.
information.
• RSL Override: Raises the vehicle speed limit
provided by the RSL feature to a customer
programmable speed when the driver identifies a
Traction Control
"passing situation."
Traction control is a system that identifies when a
• RSL Anti‐Tampering: Customer selectable
wheel is spinning faster than the other wheels during
option, which checks whether the vehicle speed
acceleration.
signal (VSS) input is valid or if it has been subject
When a traction control condition occurs, a datalink to tampering.
message is sent to the ECM to limit fuel for the
These options can be enabled by programmable
purpose of reducing engine torque.
parameters within the ECM.
Vehicles must have a transmission and an Antilock
Brake System (ABS) that supports traction control.

Table of Contents

Connecting EST With ServiceMaxx™ Software to MaxxForce® Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Session Files. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

ECM Programmable Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

Service Bay Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Engine Off Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Actuator Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Continuous Monitor Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Engine Running Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Coolant Valve Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
High-pressure Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Cylinder Cutout Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Onboard Filter Cleanliness Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . .65

Service Tool Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Engine Off Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
O2 Sensor Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Injection Quantity Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .66
DPF Servicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Engine Running Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Engine Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Connecting EST With ServiceMaxx™ own session and save or load it at anytime. See the
Software to MaxxForce® Engine ServiceMaxx™ Users Guide for details.

To connect an Electronic Service Tool (EST) with ServiceMaxx™ software also has the following added
ServiceMaxx™ software to a MaxxForce® engine, sessions:
a RP1210A or RP1210B compliant cable must be • Hard Start No Start
connected between the EST and vehicle Diagnostic
Connector. The Diagnostic Connector is located • Performance
inside the cab, above the clutch pedal. • Programming
These added sessions do not load automatically but
can be selected from the Sessions drop-down menu.
They are available to help diagnose common systems
Session Files and program special features.
A Session file is a window into the Engine Control
Module (ECM). Sessions can display vehicle and
engine information, such as module calibration,
sensor signals, and actuator command signals. ECM Programmable Features
Special engine and vehicle features can also be
Many features can be programmed into the
programmed using these sessions.
Engine Control Module (ECM) to fit many different
ServiceMaxx™ software has many default sessions applications. To make programming changes using
that load automatically when running any Service Bay ServiceMaxx™ software, load the Programming
Test or Service Tool Procedure. Users are not limited session. See the ServiceMaxx™ Users Guide for
to any default session. Users are able to build their further details.

Diagnostic Trouble Codes (DTCs) Active (Type)

NOTE: 2010 and up model year vehicles no longer Active DTCs are codes that are currently active.
utilize Diagnostic Trouble Code (DTC) identification
by number. DTCs are now identified using the Previously Active (Type)
Suspect Parameter Number (SPN) and Failure Mode
Previously Active DTCs are historical codes that may
Indicator (FMI) identifiers only. These two identifiers
be caused by intermittent signals or an operating
are displayed in the DTC Window.
condition that is not currently present.

Healing (Type)
Healing DTCs can deactivate the Malfunction
Indicator Lamp (MIL) if the monitoring system does
not detect any malfunctions that would activate the
MIL for three consecutive drive cycles.

Freeze Frame Data

Figure 32 DTC window
Freeze Frame Data is a snapshot of all influencing
1. DTC column (pre–2010)
signals at the time the DTC was set. This can help
2. SPN column
diagnose hard-to-duplicate failures. Freeze Frame
3. FMI column
Data is cleared as soon as the DTC is cleared.
4. Type column
5. Freeze Frame column
Message
6. Message column
7. Refresh DTC/Vehicle Events button The Message column displays a description of the
8. Clear DTCs button condition causing the DTC.

Refresh DTC/Vehicle Events

Suspect Parameter Number (SPN) The Refresh DTC/Vehicle Events button is used to
SPN identifies the individual component causing the ensure active and previously active DTCs do not
DTC. return after they are cleared.

Failure Mode Indicator (FMI) Clear DTCs

FMI identifies the fault or condition affecting the The Clear DTCs button is used to remove active,
individual component. previously active, and pending DTCs from the display
window.
Pending (Type)
Pending DTCs are possible emission codes detected
on the first drive cycle.

Service Bay Tests

Engine Off Tests
Engine Off Tests can be selected from the Tests
drop-down menu, under Engine Off Tests.

Figure 35 Continuous Monitor Test

Relative Compression Test

Figure 33 ServiceMaxx™ Software Tests Menu – The Relative Compression Test measures cylinder
Engine Off Tests balance based on the compression stroke of each
cylinder.
This test determines cylinder integrity. The ECM
Actuator Test measures the time it takes for each piston to travel
The Actuator Test enables the user to cycle any upward during the compression stroke. Timing is
selected actuator high or low and, if available, based on information from the Camshaft Position
command any given duty cycle percent. While (CMP) sensor and Crankshaft Position (CKP) sensor.
an actuator is commanded, a technician can visually A cylinder with low compression allows the piston to
monitor actuator movement or use a Digital Multimeter travel faster during the compression stroke.
(DMM) to measure changes in voltage or duty cycle. Test results are displayed by numerical text or
graphical display. Assuming there are no mechanical
problems with the engine, the numbers or graphs
displayed should be approximately the same value or
height. A smaller number or lower-level graph would
indicate a problem with that particular cylinder.
NOTE: The Relative Compression Test must be run
before running the Cylinder Cutout Test.

Figure 34 Actuator Test

Continuous Monitor Test

The Continuous Monitor Test helps detect intermittent
circuit faults. During this test, signals are continuously
monitored and faults are immediately logged. A Figure 36 Relative Compression Test
graphical view of all signals is provided, allowing
for easy detection of intermittent signal spiking or
momentary loss of signal. Perform this test while
manipulating connectors, wiring, and harnesses of
the suspected faulty component.

Engine Running Tests Air Management Test

Engine Running Tests can be selected from the Tests The Air Management Test validates performance of
drop-down menu, under Engine Running Tests. the Air Management System (AMS) by monitoring
the effects each actuator has on the Intake Manifold
Pressure (IMP) sensor.

Figure 37 ServiceMaxx™ Software Tests Menu –

Engine Running Tests

Coolant Valve Test Figure 39 Air Management Test

The Coolant Valve Test actuates the Coolant Flow

Valve (CFV) and Coolant Mixer Valve (CMV) for 5 High-pressure Pump Test
seconds at a time during the test. This test is used
to verify the CFV and CMV are operating correctly, as The High-pressure Pump Test validates performance
well as to validate the performance of the interstage of the Fuel Rail Pressure (FRP) system. This
cooler. test commands the Fuel Pressure Control Valve
(FPCV) high and low at four different set points while
monitoring the FRP sensor. The time it takes for
pressure to build and drop determines if system is
performing within specification.

Figure 38 Coolant Valve Test

Figure 40 High-pressure Pump Test

Cylinder Cutout Test Onboard Filter Cleanliness Test

The Cylinder Cutout Test isolates a low contributing The Onboard Filter Cleanliness Test performs a
cylinder due to an injector circuit fault. parked regeneration (regen) and increases engine
speed to measure pressure differential across the
Before starting the Cylinder Cutout Test, follow the
Diesel Particulate Filter (DPF). This test can be run
steps below:
at any time.
1. Run Relative Compression Test.
• If Relative Compression Test results
indicate low balanced cylinder(s), there is
no need to run the Cylinder Cutout Test.
Repair mechanical fault.
2. Verify fuel system pressure is not below
specification and fuel is not aerated.
Figure 42 Onboard Filter Cleanliness Test

Figure 41 Cylinder Cutout Test

Service Tool Procedures IQA injects the correct amount of fuel for each
individual injector throughout the operating range of
Service tool procedures are special ECM controls
the engine. Injector mechanical tolerances, high flow,
that allow the user to perform specific procedures.
and low flow can be evenly balanced with the ECM
MaxxForce® 15 engines have four special
calibration.
procedures: O2 Sensor Calibration, Injector Quantity
Adjustment (IQA), DPF Servicing, and Engine Fan.
Follow on-screen instructions when running service
DPF Servicing
tool procedures.
The DPF Servicing procedure is used to update the
installation date and serial number (if replaced) of
Engine Off Procedures the Diesel Particulate Filter (DPF). This procedure
should be run any time the DPF has been replaced or
Engine Off Procedures can be selected from the
removed for cleaning.
Procedures drop-down menu.

Engine Running Procedures

Engine Running Procedures can be selected from the
Procedures drop-down menu.

Figure 43 ServiceMaxx™ Software Procedures

Menu – Engine Off Procedures

O2 Sensor Calibration
The Oxygen Sensor Calibration procedure calibrates Figure 44 ServiceMaxx™ Software Procedures
the Oxygen Sensor (O2S). Anytime the O2S is Menu – Engine Running Procedures
replaced, this procedure needs to be performed.

Engine Fan
Injection Quantity Adjustment
The Engine Fan procedure turns the engine fan OFF
The Injection Quantity Adjustment (IQA) procedure and ON while the engine is running to help diagnose
is used to calibrate new injectors. Each injector is fan failures.
encrypted with an IQA code that must be programmed
into the ECM anytime an injector has been replaced.

Table of Contents

Coolant System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

Coolant System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . .69
Coolant Loss. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Coolant Overflow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Coolant Leak to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Coolant Leak to Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Coolant Leak to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Coolant Leak to Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Coolant Over-Temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83

Incorrect Oil Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Dilution From Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Dilution From Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Power Steering Fluid Leak to Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . .83
Lube Oil to Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Lube Oil to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Lube Oil to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85

Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

Excessive Fuel Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Fuel in Coolant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Fuel in Lube Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Fuel to Intake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Fuel to Exhaust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Compression to Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Fuel Pressure and Aeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Water in Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Fuel System Priming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95

Engine Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96

Engine Brake Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Brake Piston Lash Adjustment Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Coolant System
Coolant System Components

Figure 45 Coolant System Components

1. Exhaust Gas Recirculation 4. EGR coolant tube assembly 9. Coolant Control Valve (CCV)
(EGR) coolant tube assembly (secondary EGR cooler) assembly (Coolant Mixer Valve
(primary EGR cooler) 5. Engine Coolant Temperature [CMV] and Coolant Flow Valve
2. EGR coolant return (secondary 1 (ECT1) sensor (behind [CFV])
EGR cooler) Interstage Cooler) 10. Coolant adapter
3. EGR coolant return (primary 6. Thermostat housing cover 11. Engine Coolant Pressure (ECP)
EGR cooler) 7. Water pump sensor
8. Water pump inlet

Coolant Loss • Failed Aftertreatment Fuel Injector (AFI)

• Failed Coolant Control Valve (CCV)
• Failed Low Temperature Radiator (LTR)
GOVERNMENT REGULATION: Engine
fluids (oil, fuel, and coolant) may be a hazard • Failed air compressor
to human health and the environment. Handle • Failed Interstage Cooler (ISC)
all fluids and other contaminated materials
(e.g., filters rags) in accordance with applicable • Failed EGR cooler
regulations. Recycle or dispose of engine • Damaged or failed distributor housing
fluids, filters, and other contaminated materials
according to applicable regulations. • Failed oil cooler
• Cracked cylinder head
• Porous or cracked cylinder liner
WARNING: To prevent personal injury or death,
read all safety instructions in the “Safety Information” • Cylinder liner O-ring leak
section of this manual. Tools
• ZTSE2384 – Radiator Pressure Testing Kit
WARNING: To prevent personal injury or death,
shift transmission to park or neutral, set parking brake, • ZTSE6090 – EGR Cooler Pressure Test Kit
and block wheels before doing diagnostic or service
procedures. Procedure
1. Check engine service records to determine the
WARNING: To prevent personal injury or frequency and quantity of coolant added.
death, do not let engine fluids stay on your skin.
• If the vehicle’s coolant system is being
Clean skin and nails using hand cleaner and wash
overfilled, there will be a small coolant loss
with soap and water. Wash or discard clothing and
everyday. Educate driver on correct coolant
rags contaminated with engine fluids.
level.
Symptom • If coolant system maintenance is correct,
continue to next step.
Consistent need to refill deaeration tank and active
or previously active Diagnostic Trouble Codes (DTCs) NOTE: Ensure engine oil and coolant are within
related to the coolant system. normal operating ranges and there is no coolant
on the oil level gauge (dipstick), before running the
Possible Causes
engine.
• External leaks
2. Start engine. With engine at operating
• Improper servicing temperature and operating at high idle speed,
inspect for coolant overflow.
• Loose or failed coolant hoses
• If coolant overflow is detected, go to Coolant
• Damaged or failed deaeration cap
Overflow (page 72).
• Damaged or failed deaeration tank
• If coolant overflow is not detected, continue to
• Damaged or failed radiator next step.
• Damaged or failed heater core

6. Visually inspect all components and hoses for

WARNING: To prevent personal injury or death, external coolant leaks.
wear safety glasses with side shields.
• If an external coolant leak is found, repair as
necessary. Retest coolant system.
WARNING: To prevent personal injury or death,
do the following when removing the radiator cap or • If no external coolant leak is found, continue
deaeration cap: to next step.

• Allow the engine to cool for 15 minutes or more.

WARNING: To prevent personal injury or death,
• Wrap a thick cloth around the radiator cap or do not smoke or park vehicle near open flames or
deaeration cap. sparks when taking a fuel sample.
• Loosen cap slowly a quarter to half turn to vent 7. Obtain a fuel sample from fuel tank. Test fuel
pressure. sample for coolant contamination.
• Pause for a moment until all pressure has • If fuel sample is contaminated with coolant, go
escaped to avoid being scalded by steam. to Coolant Leak to Fuel (page 75).
• Continue to turn cap counterclockwise to remove. • If fuel sample is not contaminated with
coolant, continue to next step.
3. Remove deaeration tank cap. Check sealing
surfaces of deaeration cap and deaeration tank 8. Inspect intake manifold, Interstage Cooler (ISC)
for damage. outlet, and EGR cooler for coolant.
• If sealing surfaces are damaged, install new • If there is coolant in the intake manifold, ISC
components as necessary. Retest coolant outlet, or EGR cooler, go to Coolant Leak to
system. Intake (page 77).
• If sealing surfaces are not damaged, continue NOTE: The EGR cooler can be inspected by
to next step. removing the cold side tubes at the intake.
4. Connect Radiator Pressure Testing Kit to • If there is no coolant in the intake manifold,
deaeration cap. Pressurize deaeration cap to ISC outlet, or EGR cooler, continue to next
its rated pressure. step.
• If deaeration cap does not hold the rated 9. Obtain an oil sample from engine. Test oil sample
pressure, install a new deaeration cap. for coolant contamination.
Retest coolant system.
• If oil sample is contaminated with coolant, go
• If deaeration cap holds the rated pressure, to Coolant Leak to Lube Oil (page 78).
continue to next step.
• If oil sample is not contaminated with coolant,
5. Connect Radiator Pressure Testing Kit to go to Coolant Leak to Exhaust (page 73).
deaeration tank. Pressurize coolant system
to 103 kPa (15 psi) for 15 minutes.

Coolant Overflow Coolant Overflow Test

Symptom WARNING: To prevent personal injury or death,

Coolant flowing or bubbling from the deaeration tank. wear safety glasses with side shields.

Possible Causes
WARNING: To prevent personal injury or death,
• Failed air compressor do the following when removing the radiator cap or
• Failed ISC deaeration cap:

• Failed EGR cooler • Allow the engine to cool for 15 minutes or more.

• Failed cylinder head gasket • Wrap a thick cloth around the radiator cap or
deaeration cap.
• Cracked cylinder liner
• Loosen cap slowly a quarter to half turn to vent
• Cracked cylinder head pressure.
• Failed oil cooler • Pause for a moment until all pressure has
Tools escaped to avoid being scalded by steam.

• Hose pinch-off pliers (2) • Continue to turn cap counterclockwise to remove.

• ZTSE2384 – Radiator Pressure Testing Kit 1. Remove deaeration tank cap.

• ZTSE6042 – Interstage Cooler Test Kit 2. Connect Radiator Pressure Testing Kit to
deaeration tank.
• ZTSE6090 – EGR Cooler Pressure Testing Kit
3. Pressurize coolant system to 103 kPa (15 psi) for
15 minutes.
Air Compressor Leak Test 4. Inspect the intake manifold and ISC outlet for
1. Partially drain coolant system. coolant.

2. Using hose pinch-off pliers, clamp off both coolant • If there is coolant in the intake manifold or ISC
lines between air compressor and engine block. outlet, go to Coolant Leak to Intake (page 77).

3. Refill coolant system to proper operating level. • If there is no coolant in the intake manifold, but
coolant is found in the ISC outlet, continue to
CAUTION: To prevent engine damage, do not run the next test.
engine for more than one minute. This can overheat
the air compressor. • If there is no coolant in the intake manifold or
ISC outlet, go to EGR Cooler Leak Inspection
4. Start and run engine for a maximum of one (page 73).
minute.
• If coolant continues overflowing from
deaeration tank, continue to next test.
• If coolant stops overflowing from deaeration
tank, install a new air compressor following
procedures in the Engine Service Manual.

Interstage Cooler (ISC) Leak Test Coolant Leak to Exhaust

1. Completely drain engine coolant.
Symptoms
Coolant leaks to the exhaust may be detected
WARNING: To prevent personal injury or death,
externally or internally. See the following list
wear safety glasses with side shields.
of symptoms for identification of coolant leaks to
2. Pressure test the ISC following procedures in the exhaust:
Engine Service Manual.
• Coolant residue at exhaust manifold flanges
3. Monitor air pressure in ISC for five minutes.
• Observation of coolant loss without engine
• If ISC does not hold pressure, replace the ISC overheating
following procedures in the Engine Service
• Coolant smell in exhaust
Manual.
• Coolant leaking from exhaust
• If ISC holds pressure, continue to next test.
• Engine hydraulic lock (severe cases only)
• Plugged Diesel Particulate Filter (DPF) or Diesel
Exhaust Gas Recirculation (EGR) Cooler Leak
Oxidation Catalyst (DOC)
Inspection
Possible Causes
1. Visually inspect EGR cooler for external cracks or
leaks. • Failed EGR cooler
• If an external leak or crack is found, replace • Failed AFI
EGR cooler following procedures in the
• Cracked cylinder head
Engine Service Manual and retest.
• Cracked cylinder liner
• If no external leaks or cracks are found,
continue to next step. NOTE: If a coolant leak to exhaust is determined from
one of the listed possible causes, the Oxygen Sensor
WARNING: To prevent personal injury or death, (O2S) must be replaced. See the Engine Service
wear safety glasses with side shields. Manual for O2S replacement procedures. Perform
O2S Calibration Procedure (page 348) anytime O2S
2. Pressure test EGR cooler, in vehicle, following is replaced.
procedures in the Engine Service Manual.
Tools
• If no leaks are found, go to Coolant Leak to
Lube Oil (page 78). • ZTSE2384 – Radiator Pressure Testing Kit

• If a leak is found, replace EGR cooler • ZTSE6090 – EGR Cooler Pressure Testing Kit
following procedures in the Engine Service
Manual.
• If EGR cooler is leaking coolant internally,
replace Oxygen Sensor (O2S) following
procedures in the Engine Service Manual.
Perform O2S Calibration Procedure (page
348) anytime O2S is replaced.

Aftertreatment Fuel Injector (AFI) Coolant Leak

Inspection

WARNING: To prevent personal injury or death,

make sure the engine has cooled before removing
components.

WARNING: To prevent personal injury or death,

wear safety glasses with side shields.

WARNING: To prevent personal injury or death,

do the following when removing the radiator cap or
deaeration cap:
• Allow the engine to cool for 15 minutes or more.
• Wrap a thick cloth around the radiator cap or
deaeration cap.
Figure 46 AFI nozzle
• Loosen cap slowly a quarter to half turn to vent
pressure.
5. Inspect inside of exhaust pipe at AFI nozzle for
• Pause for a moment until all pressure has
coolant.
escaped to avoid being scalded by steam.
• If there is coolant inside the exhaust pipe
• Continue to turn cap counterclockwise to remove.
at AFI nozzle, install a new AFI following
1. Remove deaeration tank cap. procedures in the Engine Service Manual
and retest.
2. Connect Radiator Pressure Testing Kit to
deaeration tank. • If there is no coolant inside the exhaust pipe
at AFI nozzle, continue to next test.
3. Disconnect exhaust pipe at Pre-Diesel Oxidation
Catalyst (PDOC) assembly.
4. Pressurize coolant system to 103 kPa (15 psi) for
15 minutes.

EGR Cooler Leak Inspection • ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
1. Visually inspect EGR cooler for external cracks or • ZTSE6094-1 – Fuel Pressure Return Connector
leaks.
Procedure
• If an external leak or crack is found, replace
EGR cooler following procedures in the
Engine Service Manual and retest. WARNING: To prevent personal injury or death,
wear safety glasses with side shields.
• If no external leaks or cracks are found,
continue to next step.
WARNING: To prevent personal injury or death,
do the following when removing the radiator cap or
WARNING: To prevent personal injury or death, deaeration cap:
wear safety glasses with side shields.
• Allow the engine to cool for 15 minutes or more.
2. Pressure test EGR cooler, in vehicle, following
procedures in the Engine Service Manual. • Wrap a thick cloth around the radiator cap or
deaeration cap.
• If a leak is found, replace EGR cooler
following procedures in the Engine Service • Loosen cap slowly a quarter to half turn to vent
Manual and retest. pressure.

• If no leaks are found, go to Cylinder Head • Pause for a moment until all pressure has
Leak Test (page 79). escaped to avoid being scalded by steam.

• If EGR cooler is leaking coolant internally, • Continue to turn cap counterclockwise to remove.
replace Oxygen Sensor (O2S) following 1. Remove deaeration cap.
procedures in the Engine Service Manual.
Perform O2S Calibration Procedure (page 2. Add dye to coolant per manufacturer’s
348) anytime O2S is replaced. instructions.
3. Reinstall deaeration cap. Start engine and run
until it reaches normal operating temperature.
Coolant Leak to Fuel Shut engine OFF.

Symptom
WARNING: To prevent personal injury or death,
Noticeable coolant separation in fuel sample. do the following when removing the radiator cap or
Possible Causes deaeration cap:

• Coolant heater auxiliary fuel filter (if equipped) • Allow the engine to cool for 15 minutes or more.

• Cracked cylinder head • Wrap a thick cloth around the radiator cap or
deaeration cap.
• Leaking injector sleeves
• Loosen cap slowly a quarter to half turn to vent
Tools pressure.
• Diesel fuel container • Pause for a moment until all pressure has
• Clean plastic hose escaped to avoid being scalded by steam.

• Coolant dye • Continue to turn cap counterclockwise to remove.

• Tube fitting cap - McMaster-Carr part # 5482K69 4. Remove deaeration cap.

• ZTSE2384 – Radiator Pressure Testing Kit 5. Connect Radiator Pressure Testing Kit to
deaeration tank.
• ZTSE4618 – UV Leak Detection Kit

11. Monitor clean plastic hose and diesel fuel

container for presence of dyed coolant.
NOTE: It may take 12-24 hours for a coolant leak
to become visible.
• If presence of coolant is found, continue to
next step.
• If no presence of coolant is found, fuel in the
fuel tank may be contaminated. Drain fuel
from supply tanks, replace with clean fuel,
and replace fuel filters following procedures
in the Engine Service Manual.
12. Remove pressure from coolant system.
Figure 47 Tube fitting cap connected to fuel return
tube assembly 13. Remove all high-pressure rail to injector tubes
and high-pressure connector bodies following
1. Tube fitting cap procedures in the Engine Service Manual.
2. Fuel return tube assembly
3. Fuel Pressure Return Connector 14. Pressurize coolant system to 103 kPa (15 psi).
4. Clean plastic hose 15. Inspect injector cavities using UV Leak Detection
5. Fuel return line Kit black light.
• If presence of coolant is found, replace
6. Disconnect fuel return tube assembly at left, rear injector sleeve on leaking cylinder following
side of engine. procedures in the Engine Service Manual
and retest.
7. Cap off fuel return line using tube fitting cap.
• If presence of coolant is found after injector
8. Connect fuel return tube assembly to Fuel sleeve replacement, perform Cylinder Head
Pressure Return Connector. Leak Test (page 79).
9. Connect clean plastic hose to Fuel Pressure • If no presence of coolant is found, there is no
Return Connector and route into diesel fuel coolant in the fuel.
container.
10. Pressurize coolant system to 103 kPa (15 psi) for
a minimum of 30 minutes.

Coolant Leak to Intake • If ISC holds pressure, continue to next test.

Symptom
EGR Cooler Leak Inspection
Coolant overflowing from deaeration tank or air
bubbles in coolant. 1. Visually inspect EGR cooler for external cracks or
leaks.
Possible Causes
• If an external leak or crack is found, replace
• Failed ISC
EGR cooler following procedures in the
• Failed EGR cooler Engine Service Manual and retest.
• Cracked cylinder head • If no external leaks or cracks are found,
continue to next step.
Tools
2. Remove front tubes from EGR cooler.
• ZTSE6042 – Interstage Cooler Test Kit
• ZTSE6090 – EGR Cooler Pressure Testing Kit WARNING: To prevent personal injury or death,
wear safety glasses with side shields.

Interstage Cooler (ISC) Leak Test 3. Pressure test EGR cooler, in vehicle, following
procedures in the Engine Service Manual.
1. Determine location of coolant leakage.
• If a leak is found, replace EGR cooler
• If coolant is leaking out of the ISC outlet, following procedures in the Engine Service
continue to next step. Manual and retest.
• If coolant is leaking out of the intake manifold, • If no leaks are found, go to Cylinder Head
go to EGR Cooler Leak Inspection. Leak Test (page 79).
2. Completely drain coolant system. • If EGR cooler is leaking coolant internally,
replace Oxygen Sensor (O2S) following
WARNING: To prevent personal injury or death, procedures in the Engine Service Manual.
wear safety glasses with side shields. Perform O2S Calibration Procedure (page
348) anytime O2S is replaced.
3. Pressure test the ISC following procedures in the
Engine Service Manual.
4. Monitor air pressure in the ISC for a period of five
minutes.
• If ISC does not hold pressure, replace the ISC
following procedures in the Engine Service
Manual.

Coolant Leak to Lube Oil

WARNING: To prevent personal injury or death,
Symptom wear safety glasses with side shields.
Engine oil has a light gray and sludgy appearance.
The crankcase may also be overfilled. WARNING: To prevent personal injury or death,
do the following when removing the radiator cap or
Possible Causes deaeration cap:
• Failed oil cooler • Allow the engine to cool for 15 minutes or more.
• Failed air compressor • Wrap a thick cloth around the radiator cap or
• Cracked cylinder head deaeration cap.

• Cracked or cavitated front cover • Loosen cap slowly a quarter to half turn to vent
pressure.
• Cracked cylinder liner
• Pause for a moment until all pressure has
• Cracked crankcase escaped to avoid being scalded by steam.
• Cracked oil cooler housing • Continue to turn cap counterclockwise to remove.
• Missing/damaged oil module gasket 3. Remove deaeration tank cap.
• Missing/damaged oil cooler gaskets 4. Connect Radiator Pressure Testing Kit to
• Missing mounting bolts for the oil module to the deaeration tank.
crankcase 5. Pressurize coolant system to 103 kPa (15 psi) for
Tools a minimum of 15 minutes.

• ZTSE2384 – Radiator Pressure Testing Kit NOTE: It may take 12-24 hours for a coolant leak to
become visible.
• ZTSE6042 – Interstage Cooler Test Kit
6. Inspect the inside of the crankcase for coolant
• ZTSE6090 – EGR Cooler Pressure Testing Kit leakage.
• If coolant is leaking at air compressor drain,
Lube Oil Contamination Inspection replace air compressor following procedures
in the Engine Service Manual.
1. Check lube oil for proper level and visible
contamination. • If coolant is leaking from front cover area,
continue to next step.
• Coolant contaminating lube oil generally
causes the oil to thicken and coagulate, • If coolant is leaking at inside bottom edge of
giving it a light gray and sludgy appearance. cylinder liner(s), go to Cylinder Head Leak
Test (page 79).
• If contamination cannot be verified, take an oil
sample for analysis. • If coolant is leaking at outside edge of cylinder
liner, go to step 9.
2. Remove the oil sump following procedures in the
Engine Service Manual. • If coolant is leaking from cracks in the
crankcase, replace crankcase following
procedures in the Engine Service Manual.
• If coolant is leaking from oil cooler, pressure
test oil cooler following procedures in the
Engine Service Manual.
7. Remove water pump following procedures in the
Engine Service Manual.

EGR Cooler Leak Inspection

1. Visually inspect EGR cooler for external cracks or
leaks.
• If an external leak or crack is found, replace
EGR cooler following procedures in the
Engine Service Manual and retest.
• If no external leaks or cracks are found,
continue to next step.
2. Remove front tubes from EGR cooler.

WARNING: To prevent personal injury or death,

wear safety glasses with side shields.
3. Pressure test EGR cooler, in vehicle, following
procedures in the Engine Service Manual.
• If a leak is found, replace EGR cooler
following procedures in the Engine Service
Manual and retest.
Figure 48 Water distribution housing
• If no leaks are found, continue to next test.
• If EGR cooler is leaking coolant internally,
8. Inspect gear train area of water distribution replace Oxygen Sensor (O2S) following
housing for coolant leaks. procedures in the Engine Service Manual.
Perform O2S Calibration Procedure (page
• If coolant is leaking into gear train area,
348) anytime O2S is replaced.
inspect water distribution housing and gasket
for leak sources. Repair as necessary.
• If coolant is not leaking from water distribution Cylinder Head Leak Test
housing or gasket, continue to next step.
1. Pressure test cylinder head following procedures
9. Inspect lower edges of cylinder liners for coolant in the Engine Service Manual.
leaks. Note cylinder number(s) where coolant
• If a leak(s) is found, install a new cylinder
leakage is identified.
head following procedures in the Engine
• If coolant is leaking outside of cylinder liner, Service Manual.
install new cylinder liner O-rings following
procedures in the Engine Service Manual.
• If coolant is leaking inside of cylinder liner,
continue to next test.

Coolant Over-Temperature Coolant Over-Temperature Conditions Inspection

1. Connect Electronic Service Tool (EST) with
Symptoms
ServiceMaxx™ software to vehicle’s Diagnostic
Red engine lamp illuminated and flashing while an Connector.
audible alarm sounds. Active DTCs related to coolant
2. Check for active and previously active DTCs
over-temperature.
related to coolant over-temperature.
Possible Causes
3. Correct any sensor DTCs before proceeding. See
• Incorrect part(s) installed “Electronic Control Systems Diagnostics” for DTC
identification and diagnosis.
• Low engine coolant level
4. Check deaeration tank for correct fill level.
• External coolant leaks
• If coolant level is low and a coolant leak is
• Damaged fan belt
suspected, fill coolant system and repair leak.
• Broken/worn accessory drive belt See Coolant Loss (page 70).
• Accessory belt tensioner failure • If coolant level is low and other
over-temperature conditions are still
• Damaged fan shroud
suspected, refill coolant system and continue
• Cooling fan blade assembly wrong or damaged to next step.
• Slipping cooling fan drive clutch 5. Inspect cooling fan blade, shroud, accessory drive
belt(s), accessory drive belt tensioner(s), cooling
• Inoperative cooling fan
fan drive clutch, and radiator for damage.
• Electronic gauge cluster error
• Repair or replace any damaged components,
• Engine Coolant Temperature (ECT) sensor as necessary, following procedures in the
biased Engine Service Manual. Test again to
validate repair.
• Incorrect or damaged radiator
• If fan drive is damaged, replace fan drive
• Internal or external radiator blockage
following procedures in the Engine Service
• Winter front installed Manual.
• Water pump failure • If vehicle is new or recently repaired,
verify correct part number for any replaced
• One or both coolant thermostats stuck (closed)
component related to the coolant system.
• Internal coolant leak
• Verify cooling fan blade, cooling fan drive
• Coolant Mixer Valve (CMV) failure clutch, and radiator are clean of debris and
dirt buildup. Clean areas as required.
• EGR cooler failure
6. Start and run engine up to operating temperature.
• ISC failure
Verify cooling fan clutch engages at desired
• Chassis effects, transmission, or aftermarket temperature.
equipment
• If fan does not operate properly, verify air
Tools or electrical supply to fan drive. If air or
electrical supply to fan drive is damaged,
• ZTSE2384 – Radiator Pressure Testing Kit
repair as necessary.
• Electronic Service Tool (EST) with
• If fan operates properly, continue to next step.
ServiceMaxx™ software
• NAVCoM or NAVLink Interface Kit
• Digital Multimeter (DMM)

7. If engine has not been operated for eight to Monitor pressure in system using Radiator
12 hours, use Electronic Service Tool (EST) Pressure Testing Kit gauge.
with ServiceMaxx™ software to compare
• If pressure is higher than the pressure rating
Engine Coolant Temperature 1 (ECT1), Engine
of cap, go to Coolant Overflow (page 72).
Coolant Temperature 2 (ECT2), and Engine Oil
Temperature (EOT) with the ignition Key ON, • If pressure is below rating of cap, continue to
Engine OFF (KOEO). All the sensors should read next step.
within 5°C (10°F) of each other.
12. Using EST with ServiceMaxx™ software, monitor
8. Attempt to duplicate the operator’s concern of ECT1 and ECT2 sensor temperature readings.
coolant over-temperature.
• If temperature value for ECT2 sensor is below
CAUTION: To prevent radiator damage, do not ECT1 sensor value, continue to next test.
hold wand of high-pressure hose too close to
• If temperature value for ECT2 sensor is above
radiator fins.
ECT1 sensor value, go to Coolant Control
• If concern cannot be duplicated, clean Valve (CCV) Test (page 82).
radiator fins (if not done previously). Flush
radiator fins with water on cooling fan side of
Coolant Over-Temperature – Engine Cooling
the radiator. Do not continue with diagnostics.
• If coolant over-temperature is duplicated,
WARNING: To prevent personal injury or death,
continue to next step.
wear safety glasses with side shields.

WARNING: To prevent personal injury or death,

WARNING: To prevent personal injury or death,
wear safety glasses with side shields.
do the following when removing the radiator cap or
deaeration cap:
WARNING: To prevent personal injury or death,
• Allow the engine to cool for 15 minutes or more.
do the following when removing the radiator cap or
deaeration cap: • Wrap a thick cloth around the radiator cap or
deaeration cap.
• Allow the engine to cool for 15 minutes or more.
• Loosen cap slowly a quarter to half turn to vent
• Wrap a thick cloth around the radiator cap or
pressure.
deaeration cap.
• Pause for a moment until all pressure has
• Loosen cap slowly a quarter to half turn to vent
escaped to avoid being scalded by steam.
pressure.
• Continue to turn cap counterclockwise to remove.
• Pause for a moment until all pressure has
escaped to avoid being scalded by steam. 1. Remove deaeration tank cap.
• Continue to turn cap counterclockwise to remove. 2. Run engine and observe radiator and aeration
lines for coolant flow.
9. Remove deaeration tank cap.
NOTE: Coolant flow cannot be seen unless
10. Connect Radiator Pressure Testing Kit to
thermostats are open.
deaeration cap. Pressurize deaeration cap to
its rated pressure. • If no coolant flow is observed in radiator and
aeration lines, continue to next step.
• If deaeration cap does not hold the rated
pressure, install a new deaeration cap. • If coolant flow is observed in radiator and
aeration lines, go to step 6.
• If deaeration cap holds the rated pressure,
continue to next step. 3. Drain engine coolant.
11. Connect Radiator Pressure Testing Kit to 4. Remove water pump following procedures in the
deaeration tank. Run engine at elevated idle. Engine Service Manual.

5. Visually inspect water pump for damage, such as NOTE: The Coolant Flow Valve (CFV) and Coolant
broken vanes, damaged impeller, or a damaged Mixer Valve (CMV) will actuate for 5 seconds at a time
shaft. during the test. The tests are repeated 10 times to
ensure accuracy of test results.
6. Remove and inspect thermostats following
procedures in the Engine Service Manual. Ensure 7. Select Coolant Mixer Valve and cycle test 10
the opening temperature on each thermostat times.
matches its rating.
8. Use recorded data to determine if CMV is
• Replace thermostats as needed. Retest to operating correctly.
validate repair.
• With CMV closed (95%), Engine Coolant
• If both thermostats pass test, continue to next Temperature 1 (ECT1) should be within
step. 3˚C (5˚F) of Engine Coolant Temperature 2
(ECT2). If ECT1 is not within 3˚C (5˚F) of
7. If over-temperature condition remains, remove
ECT2, the CMV is stuck open. Replace CCV
radiator and have flow checked at radiator repair
assembly following procedures in the Engine
facility. Retest engine for over-temperature
Service Manual.
condition with repaired or replaced radiator.
• With CMV open (5%), there should be a
difference of at least 17˚C (30˚F) between
Coolant Control Valve (CCV) Test ECT1 and ECT2. If ECT1 is within 17˚C
(30˚F) of ECT2, the CMV is stuck closed.
1. Turn ignition switch to ON, engine OFF.
Replace CCV assembly following procedures
2. Connect EST to vehicle’s Diagnostic Connector. in the Engine Service Manual.
3. Start ServiceMaxx™ software. 9. If over-temperature condition remains, remove
secondary radiator and have flow checked
4. Open Coolant Control Valve Test from Engine
at radiator repair facility. Retest engine for
Running Tests drop-down menu.
over-temperature condition with repaired or
5. Start engine and allow it to reach operating replaced secondary radiator.
temperature.
6. Press record button.

Lubrication System Dilution From Coolant

Lube oil diluted with coolant can be described in
different ways, depending on the quantity of coolant
in the oil.
GOVERNMENT REGULATION: Engine
fluids (oil, fuel, and coolant) may be a hazard • A “milky” substance left under the valve cover
to human health and the environment. Handle and in the oil fill tube is the result of ethylene
all fluids and other contaminated materials glycol-based coolant in which the moisture has
(e.g., filters rags) in accordance with applicable not evaporated from the coolant/oil mixture.
regulations. Recycle or dispose of engine • When the moisture has evaporated from
fluids, filters, and other contaminated materials coolant-contaminated oil, a light gray color and
according to applicable regulations. thick, sludgy consistency are present. If lube oil
exhibits signs of coolant dilution, go to Coolant
Leak to Lube Oil (page 78).
WARNING: To prevent personal injury or death,
read all safety instructions in the “Safety Information”
section of this manual. Dilution From Fuel
Lube oil contaminated with fuel will have a strong
WARNING: To prevent personal injury or death, diesel fuel odor, and crankcase will likely be overfilled.
shift transmission to park or neutral, set parking brake, If lube oil exhibits signs of fuel dilution, go to Fuel in
and block wheels before doing diagnostic or service Lube Oil (page 91).
procedures.

WARNING: To prevent personal injury or Power Steering Fluid Leak to Lube Oil
death, do not let engine fluids stay on your skin.
Clean skin and nails using hand cleaner and wash Symptom
with soap and water. Wash or discard clothing and Engine oil level increases while power steering fluid
rags contaminated with engine fluids. level decreases.
Incorrect Oil Level Possible Causes
NOTE: If engine has been running, allow a 15-minute • Power steering pump leak
oil drain-down period before checking oil level.
1. Park vehicle on level ground and use oil level Procedure
gauge (dipstick) to check oil level. 1. Adjust engine oil level to full range.
• If oil level is below specification, inspect for 2. Adjust power steering fluid to full range.
leaks, oil consumption, or improper servicing.
Repair as necessary. Fill to specification. 3. Start and run engine for a minimum of 10 minutes.

• If oil level is above specification, inspect for 4. Stop engine and inspect engine oil and power
improper servicing and contamination. Check steering fluid levels.
service maintenance records and talk with • If power steering fluid level has decreased
customer to determine if the lube oil has been and engine oil level has increased, install
overfilled unintentionally. a new power steering pump following
• If oil is not contaminated and service record procedures in the Engine Service Manual.
is unknown, change oil and filter and retest to • If power steering fluid level has not decreased
see if complaint reoccurs. and engine oil level has not increased, power
• If oil is contaminated, drain to proper level and steering fluid is not leaking into engine oil.
diagnose contamination.

Lube Oil to Coolant 4. Monitor crankcase pressure signal and compare

to performance specifications listed in Appendix
Symptom A: Performance Specifications.
An oily residue in engine coolant that is apparent in • If crankcase pressure is higher than
deaeration tank. specification, see Crankcase Oil Breather
Test in “Performance Diagnostics.”
Possible Causes
• If crankcase pressure is within specification,
• Failed oil cooler
continue to next step.
• Missing/damaged oil cooler gaskets
NOTE: Ensure oil level is not above specification
• Missing or damaged head gasket or spacer before continuing. See Incorrect Oil Level (page 83).
gasket
5. Inspect air intake for lube oil.
Procedure • If lube oil is present at air intake, continue to
next step.
1. Verify coolant is contaminated with lube oil by
inspecting deaeration tank for presence of oil • If there is no lube oil at air intake, lube oil is
residue. not leaking into intake.
• If coolant is contaminated, continue to next 6. Remove Interstage Cooler (ISC) assembly
step. following procedures in the Engine Service
Manual.
2. Remove oil cooler from engine following
procedures in the Engine Service Manual. 7. Inspect for lube oil at ISC inlet and Charge Air
Cooler (CAC).
3. Pressure test oil cooler following procedures in
the Engine Service Manual. • If lube oil is present at the ISC inlet,
inspect and repair low-pressure turbocharger
• If oil cooler fails pressure test, replace oil
assembly following procedures in the Engine
cooler following procedures in the Engine
Service Manual.
Service Manual.
• If lube oil is present at the CAC and not
• If oil cooler passes pressure test, replace both
the ISC, inspect and repair high-pressure
oil cooler gaskets following procedures in the
turbocharger assembly following procedures
Engine Service Manual.
in the Engine Service Manual.

Lube Oil to Intake

Lube Oil to Exhaust
Symptom
Symptom
High lube oil consumption.
Lube oil is being consumed or Diesel Particulate Filter
Possible Causes (DPF) or Diesel Oxidation Catalyst (DOC) is plugged.
If the complaint is “wet exhaust” or leakage of exhaust
• High-pressure turbocharger
system joints, verify Aftertreatment Fuel Injector (AFI)
• Low-pressure turbocharger and/or system is functioning properly.
• High crankcase pressure Possible Causes
• High-pressure turbocharger
Procedure
• Low-pressure turbocharger
1. Turn ignition switch to ON, engine OFF.
• Internal engine damage
2. Connect EST to vehicle’s Diagnostic Connector.
3. Start ServiceMaxx™ software.

NOTE: If lube oil in exhaust is determined from one Low Oil Pressure
of the listed possible causes, the Oxygen Sensor
(O2S) must be replaced. See the Engine Service Symptom
Manual for O2S replacement procedures. Perform
Red engine lamp illuminated and flashing while an
O2S Calibration Procedure (page 348) anytime O2S
audible alarm sounds. Active DTCs related to low oil
is replaced.
pressure.
Procedure Possible Causes
1. Remove DOC inlet pipe following procedures in • Low oil level
the Engine Service Manual. Inspect for presence
• High oil level/oil contamination
of lube oil.
• Incorrect oil viscosity
• If no oil is present, the substance leaking into
the exhaust is most likely fuel. Verify AFI • Inaccurate Engine Oil Pressure (EOP)
and Down Stream Injection (DSI) system is sensor/circuit
functioning properly. Go to Fuel to Exhaust
• Restricted oil filter
(page 93).
• Oil sump/oil suction line damage
• If oil is present, remove low-pressure
turbocharger following procedures in the • Scored or damaged oil pump
Engine Service Manual and continue to next
• Oil pressure regulator wear/damage
step.
• Broken, missing, or loose piston cooling tube(s)
2. Inspect turbine housing on high-pressure
turbocharger and identify if lube oil is present • Internal engine bearing wear/damage
at turbine side of high-pressure turbocharger.
• Camshaft bearing wear/damage
• If no oil is present, the leak into exhaust is
• Missing oil gallery plugs (front or rear)
from the low-pressure turbocharger. Install
a new low-pressure turbocharger following • Missing oil filter
procedures in the Engine Service Manual.
• Clogged oil filter
• If oil is present, remove high-pressure
• Damaged oil cooler
turbocharger following procedures in the
Engine Service Manual and continue to next • No rotor in the centrifuge
step.
• Soot in centrifuge filter
3. Repair power cylinder following procedures in the
Tools
Engine Service Manual.
• Electronic Service Tool (EST) with
4. Inspect the inside of the high-pressure turbine
ServiceMaxx™ software
inlet and exhaust manifold for presence of lube
oil. • NAVCoM or NAVLink Interface Kit
• If no oil is present, the leak into exhaust is • ZTSE4409 – Pressure Test Kit
from the high-pressure turbocharger. Install
• ZTSE6091 – Manual Oil Pressure Test Tool
a new high-pressure turbocharger following
procedures in the Engine Service Manual.
• If oil is present, remove exhaust manifolds
from cylinder head following procedures in the
Engine Service Manual. Pinpoint the power
cylinder of concern and continue to next step.

Oil Level and Pressure Check Oil Pressure Test

1. Turn ignition switch to ON, engine OFF.
Oil Level Check
2. Connect EST to vehicle’s Diagnostic Connector.
WARNING: To prevent personal injury or death, 3. Start ServiceMaxx™ software.
when routing test leads, do not crimp leads, run leads
too close to moving parts, or let leads touch hot engine 4. Using EST, verify Engine Oil Pressure (EOP),
surfaces. Engine Oil Temperature (EOT), and engine speed
differences.
NOTE: If engine has been running, allow a 15-minute
oil drain-down period before checking oil level. • If EOP is within specification, investigate for
failed or malfunctioning instrument panel oil
1. Park vehicle on level ground and use oil level pressure gauge. See the appropriate chassis
gauge (dipstick) to check oil level. service manual for diagnosing oil pressure
• If oil level is below specification, inspect for gauge.
leaks, oil consumption, or improper servicing. • If EST with ServiceMaxx™ software indicates
Repair as necessary. Fill to specification. low EOP, continue to next step.
• If oil level is above specification, inspect for 5. Remove EOP sensor and install Manual Oil
improper servicing and contamination. Check Pressure Test Tool.
service maintenance records and talk with
customer to determine if the lube oil has been
overfilled unintentionally.
• If oil is not contaminated and service record
is unknown, change engine oil and filter and
retest to see if complaint reoccurs.
• If lube oil is contaminated with coolant, go to
Coolant Leak to Lube Oil (page 78).
• If lube oil is contaminated with fuel, go to Fuel
in Lube Oil (page 91).
• If engine was properly serviced, oil level is
in specification, and oil is not contaminated
but oil pressure remains low, continue to next
step. Figure 49 Manual Oil Pressure Test Tool

2. Verify low engine oil pressure complaint with

instrument panel oil pressure gauge. 6. Connect test line between Manual Oil Pressure
• If oil pressure is within specification, no repair Test Tool and Pressure Test Kit.
is necessary.
• If oil pressure is below specification, continue
to next test.

7. Start engine and run to operating temperature.

Using Pressure Test Kit gauge, measure oil
pressure at both low and high idle and under no
load conditions.
• If oil pressure is within specification listed in
Appendix A: Performance Specifications,
perform EOP Sensor diagnostics in
“Electronic Control Systems Diagnostics.”
• If oil pressure is not within specification,
continue to next step.
8. Remove oil filter and inspect for debris.
• If oil filter has debris, install a new oil filter.
Inspect oil bypass valve located in oil module
housing. If debris is present in oil bypass Figure 50 Test line connected to Manual Oil
valve, clean bypass valve and retest system. Pressure Test Tool
• If oil filter does not have debris, install oil filter
and retest system.
13. Connect test line between Manual Oil Pressure
• If engine fails test, continue to next step. Test Tool and Pressure Test Kit regulated gauge.
9. Drain oil from engine using a clean drain pan. 14. Slowly apply air pressure in 34 kPa (5 psi)
Inspect oil drain plug magnet and drained oil for increments up to 207 kPa (30 psi).
debris. An oil sample can be taken to determine
level of engine wear metals and contaminants in NOTE: There will be loss of air at many lube points;
oil. however, the amount of loss should not be excessive.
10. Remove oil sending tube following procedures in 15. Check for audible loss of air pressure. If air loss is
the Engine Service Manual. identified in the following areas, inspect and repair
the associated components as necessary:
11. Visually inspect for missing, loose, or damaged
O-rings, piston cooling tubes, and bearing inserts. • Front of engine, right side – oil pressure
regulator, oil galley plugs
• If visual inspection identifies any concerns,
repair as necessary and retest system. • If a continuous flow of air or oil is coming
out of oil pump pressure relief valve, remove
• If visual inspection does not identify any pressure relief valve and inspect for sticking.
concerns, continue to next step. Repair as necessary.
12. Inspect oil pickup tube for damage and for loose, • Rear of engine – oil galley plugs
damaged, or worn O-rings.
• Main and rod bearings
• If O-rings are missing or damaged, replace as
necessary. • Upper engine – camshaft bearings (removal
of the valve cover is required)
• If oil pickup tube is damaged, install a new
oil pickup tube following procedures in the If no leak is found, inspect oil pump following
Engine Service Manual and retest. procedures in the Engine Service Manual.

• If oil pickup tube is not damaged, continue to

next step.

Fuel System Excessive Fuel Consumption

Symptom
More fuel is required to perform the same task.
GOVERNMENT REGULATION: Engine
fluids (oil, fuel, and coolant) may be a hazard Possible Causes
to human health and the environment. Handle
all fluids and other contaminated materials Operator effects
(e.g. filters, rags) in accordance with applicable • Inaccurate record keeping or tank filling
regulations. Recycle or dispose of engine
fluids, filters, and other contaminated materials • Winter blend, kerosene, or number one diesel fuel
according to applicable regulations. • Unrealistic expectations
• Excessive transient behavior
WARNING: To prevent personal injury or death, Application effects
read all safety instructions in the “Safety Information”
• Heavy loading Gross Vehicle Weight (GVW)
section of this manual.
• Low rear axle ratio
WARNING: To prevent personal injury or death, • Large frontal area
shift transmission to park or neutral, set parking brake,
and block wheels before doing diagnostic or service • Accessory usage (such as Power Takeoff)
procedures. • Additional equipment drawing fuel from vehicle
fuel tanks
WARNING: To prevent personal injury or • Extended idle applications
death, do not let engine fluids stay on your skin.
Clean skin and nails using hand cleaner and wash • Tire size, tire condition, or tire air pressure
with soap and water. Wash or discard clothing and
rags contaminated with engine fluids.

Chassis effects 3. Do all tests on Performance Diagnostics Form

or in “Performance Diagnostics” section of this
• Brake drag
manual.
• Cooling fan clutch locked ON
These tests verify the operating condition of the
• Transmission slippage/shifting following engine and chassis systems:
• Fuel tank plumbing or venting • Intake system
• Intake or exhaust restriction • Exhaust system
• Aftertreatment restriction • Fuel delivery and filtration
• Clutch slipping • High-pressure fuel system
Engine effects • Injector operation
• Incorrect or inoperative thermostat(s) • EGR system operation
• Failed turbocharger control system • ETV system operation
• Fuel system performance loss • Boost pressure actuator operation
• Fuel system leaks • Base engine condition
• Base engine performance loss • Electronic control system condition
• Exhaust Gas Recirculation (EGR) system failure If all tests are passed, engine is operating
normally.
• Engine Throttle Valve (ETV) system failure

Procedure
Fuel in Coolant
1. Review operator records and fueling procedures.
Measurement errors are common. Fuel Symptom
consumption taken only from one tank of use
Coolant has a diesel fuel odor.
is susceptible to significant error because of filling
procedures and vehicle application differences Possible Causes
during operation. Accurate fuel consumption
• Leaking coolant-heated auxiliary fuel filter (if
must be measured over time, with a record of what
equipped)
the vehicle was doing during the measurement
period. • Cracked or porous cylinder head casting in fuel
return area
NOTE: Loss of fuel economy is normal if winter blend
fuel, kerosene, or number one diesel fuel is being • Aftertreatment Fuel Injector (AFI)
used.
• Injector sleeve leaking past O-ring
2. Review vehicle specifications to determine if fuel
Tools
consumption is normal for type of application
and use of vehicle. Compare consumption with • Regulated air
similar vehicles in the same application and in
• Fluid Line Pressurizing Tool
Truck Computer Analysis of Performance and
Economy (TCAPE) report. • ZTSE4409 – Pressure Test Kit

Procedure 8. Install Fluid Line Pressurizing Tool to fuel return

tube assembly.
1. Isolate and test any add-on, coolant-heated
auxiliary fuel filter per manufacturer’s instructions.
• If a leak is found, replace coolant-heated
auxiliary fuel filter per manufacturer’s
instructions.
• If no leak is found, continue to next step.

WARNING: To prevent personal injury or death,

wear safety glasses with side shields.

WARNING: To prevent personal injury or death,

do the following when removing the radiator cap or
deaeration cap:
• Allow the engine to cool for 15 minutes or more.
• Wrap a thick cloth around the radiator cap or
deaeration cap.
• Loosen cap slowly a quarter to half turn to vent
pressure.
• Pause for a moment until all pressure has Figure 51 Fluid Line Pressurizing Tool connected
escaped to avoid being scalded by steam. to Pressure Test Kit
• Continue to turn cap counterclockwise to remove. 1. Fluid Line Pressurizing Tool
2. Remove deaeration tank cap. 2. Gate valve
3. Pressure Test Kit
3. Fill deaeration tank with coolant to a level above
deaeration tank inlet.
9. Connect Pressure Test Kit to Fluid Line
NOTE: Do not reinstall deaeration cap at this time.
Pressurizing Tool. Open gate valve.
4. Disconnect fuel supply line from AFI.
5. Connect a regulated air pressure source to fuel WARNING: To prevent personal injury or death,
inlet of AFI and pressurize to 207 kPa (30 psi) for wear safety glasses with side shields.
up to 20 minutes.
10. Use Pressure Test Kit regulator to pressurize
• If air bubbles are observed at deaeration tank, system to 207 kPa (30 psi) for up to 20 minutes.
install a new AFI following procedures in the
11. Observe deaeration tank for air bubbles.
Engine Service Manual.
• If air bubbles are observed at the deaeration
• If no air bubbles are present at deaeration
tank, inspect injector sleeves for possible
tank, restore AFI to proper operating condition
O-ring failure following procedures in the
and continue to next step.
Engine Service Manual
6. Reconnect AFI fuel supply line.
• If no air bubbles are observed at the
7. Disconnect fuel return tube assembly at left, rear deaeration tank, take a coolant sample to
side of engine. verify fuel contamination.

Fuel in Lube Oil 3. Disconnect fuel return tube assembly at left, rear
side of engine.
Symptom
4. Install Fluid Line Pressurizing Tool to fuel return
Oil contaminated with diesel fuel will have diesel fuel tube assembly.
odor, and engine oil level will consistently increase.
5. Connect Pressure Test Kit to Fluid Line
Possible Causes Pressurizing Tool. Open gate valve.
• Fuel injector(s)
• High-pressure fuel pump
• Cylinder misfire (wash down)
• Top injector sleeve O-ring
• Top injector O-ring
• An injector tip could cause contaminated engine
oil, but this would most likely be identified as a
performance problem.
Porous cylinder head
• Most likely on low-mileage vehicles
Tools
• One gallon of clean diesel fuel
• Fluid Line Pressurizing Tool
• ZTSE4409 – Pressure Test Kit

Procedure
Figure 52 Fluid Line Pressurizing Tool connected
NOTE: If engine has a misfire, check for related DTCs to Pressure Test Kit
and repair as necessary. Continue to Special Tests in
”Performance Diagnostics.” 1. Fluid Line Pressurizing Tool
2. Gate valve
1. Place one drop of suspect oil on a clean sheet of 3. Pressure Test Kit
printer or copier paper.
• If oil wicks away rapidly into the paper, there
is fuel contamination. Continue to next step.
WARNING: To prevent personal injury or death,
• If oil maintains a uniform and slow expanding wear safety glasses with side shields.
stain, there is no fuel contamination, and no
6. Pressurize fuel return system. Do not exceed
repair is required.
103.4 kPa (15 psi) of pressure.
2. Remove valve cover following procedures in the
Engine Service Manual.

Fuel to Intake

Symptom
Black smoke from exhaust and eventual Diesel
Particulate Filter (DPF) DTCs.

Possible Causes
• Cold Start Fuel Solenoid (CSFS) valve
• CSFS valve control

Procedure
1. If engine has a misfire, see Special Tests in
“Performance Diagnostics.”
2. Disconnect electrical connector from CSFS valve.
3. Disconnect fuel supply line from Cold Start Fuel
Igniter (CSFI).
4. Pump fuel primer assembly while checking CSFS
valve for fuel leakage.
Figure 53 Possible injector leak points 5. Start engine and run at low idle. Check for fuel
1. Injector sleeve O-ring
leakage from CSFS valve.
2. Injector O-ring • If a leak is found, install a new CSFS valve
3. Injector sleeve following procedures in the Engine Service
Manual.

7. Inspect all injector bodies and injector sleeves for • If no leak is found, check the CSFS valve
escaping air. control circuit. See CSFS in “Electronic
Control Systems Diagnostics.”
• If air is escaping from the outer part of the
injector sleeve, replace injector sleeve O-ring
following procedures in the Engine Service
Manual.
• If leaking from injector O-ring, continue to next
step.
• If inner part of injector sleeve is leaking
air without performance problems, remove
injector and replace injector O-ring following
procedures in the Engine Service Manual.
• If no leaks are found under both valve covers,
check for related iKnow letters and service
bulletins using the ISIS® system.

Fuel to Exhaust • Fluid Line Pressurizing Tool

• Tube fitting cap - McMaster-Carr part # 5482K69
Symptom
Wet exhaust system and possible damage to the Procedure
Diesel Particulate Filter (DPF).
1. Disconnect fuel return tube assembly at left, rear
side of engine.
Possible Causes
2. Cap off fuel return line using tube fitting cap.
• Down Stream Injection (DSI) unit
3. Connect Fluid Line Pressurizing Tool to fuel return
• Internal engine damage
tube assembly.
Procedure
1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle’s Diagnostic Connector.
3. Start ServiceMaxx™ software.
4. Monitor ServiceMaxx™ software for active or
previously active DTCs.
• Repair any active or previously active
DTCs. See “Electronic Control Systems
Diagnostics.”
5. If engine has a misfire, see Special Tests in
“Performance Diagnostics.”
6. Remove exhaust manifold from cylinder head
following procedures in the Engine Service Figure 54 Fluid Line Pressurizing Tool connected
Manual and pinpoint the power cylinder of to fuel return tube assembly
concern.
1. Fluid Line Pressurizing Tool
2. Gate valve
Compression to Fuel 3. Barbed hose fitting

Symptoms
4. Close gate valve on Fluid Line Pressurizing Tool
• Engine misfire and monitor pressure.
• One fuel tank overfilling 5. Start engine. Monitor for any pressure coming
from fuel return line.
• Exhaust smell in fuel tanks
• If pressure is not visible on the gauge, there
• Bubbles in fuel tanks
is no compression leak to fuel, and no repair
is required.
Possible Causes
• If pressure is visible on the gauge, perform
• Incorrectly installed fuel injector
Cylinder Cutout Test (page 169). The
• Failed fuel injector change in pressure could be an indication
of a disabled injector.
• Incorrectly installed fuel injector sleeve
NOTE: A failed cylinder could result in black
Tools
discolorations on the injector end and/or injector
• Clear diesel fuel container sleeve.

Fuel Pressure and Aeration • Ice in fuel lines

Tools
Symptom
• Clean, flat drain pan with a wide opening
Fuel aeration exhibits one or more of the following
characteristics:
Procedure
• Engine stall during operation
• Rough running engine WARNING: To prevent personal injury or death,
do not mix gasoline, gasohol, or alcohol with diesel
• Extended engine crank time (hard start) fuel. A heat source, spark, or electronic device can
• Fuel pressure slow to build while cranking ignite fuel mixtures.

• Excessive fuel pressure while cranking 1. Put drain pan under filter housing.

• Pulsating fuel pressure during engine cranking or 2. Drain water separator following procedures in the
when engine is running at idle Engine Service Manual.

• Difficulty priming fuel system 3. Check fuel in drain pan for engine coolant or other
contamination. Dispose of contents in drain pan
Possible Cause in accordance with local requirements.
• Leaks in fuel supply to fuel pump • Excessive water or contaminants may
• Loose fuel injector hold-down clamp indicate the tank and fuel system need to
be flushed and cleaned.
• Missing/damaged fuel injector sealing washer
• Some sediment and water may be present
Procedure if fuel filter has not been replaced in a long
period of time or if sediment and water have
If aeration is suspected, go to Fuel System in “Hard not been drained recently.
Start and No Start Diagnostics.”
• Fuel should be clear and not cloudy. Cloudy
fuel indicates it is not a suitable grade for cold
Water in Fuel temperatures.
• Fuel should not be dyed red or blue. These
Symptoms colors indicate off-highway fuel.
Water in fuel exhibits one or more of the following • Fuel should not indicate waxing or gelling.
characteristics: Waxing or gelling of some fuels in cold
• Low engine power weather could clog fuel filters and fuel pump
and cause restrictions or low fuel pressure.
• Engine stall during operation
4. If fuel sample from water separator indicates
• Rough running engine water in fuel, obtain a fuel sample from fuel tanks.
• No start if water is frozen • If fuel sample from fuel tanks indicates water
• Illuminated Water In Fuel (WIF) lamp on in fuel, replace fuel filters, drain fuel tanks,
instrument panel and refuel tanks with clean fuel.

Possible Causes
• Water in fuel supply system

Fuel System Priming 4. Connect EST to vehicle’s Diagnostic Connector.

CAUTION: To prevent engine damage, do not 5. Start ServiceMaxx™ software.
manually actuate the Fuel Pressure Control Valve
6. Prime suction side of low-pressure fuel system:
(FPCV) to build fuel rail pressure if engine will not start.
This can damage internal parts in the high-pressure a. Tighten chassis-mounted fuel filter
pump. components that were removed (canister
filter element, seals, or bowl) to specified
CAUTION: To prevent damage to engine, use clean
torque values.
fuel system caps to plug component connections
immediately after each fuel line is removed. b. Pump fuel primer assembly until fuel pressure
builds up on delivery side of primer pump.
NOTE: If fuel system will not prime during diagnosis,
Pressure build-up is indicated by higher
the engine will exhibit pulsating fuel pressure. See
pumping force.
Low-pressure Fuel System in “Hard Start and No Start
Diagnostics.” CAUTION: To prevent damage to starter, if engine
fails to start within 20 seconds, release ignition switch
Symptoms and wait two to three minutes to allow starter motor to
cool.
Prime fuel system when the following conditions
occur: 7. Engage starter for 20 seconds and allow starter to
cool for two minutes.
• Fuel tank is drained or runs dry.
8. If engine does not fire during the first two cranking
• Chassis-mounted fuel filter is removed or
attempts, use EST to monitor Fuel Delivery
replaced.
Pressure (FDP) during third cranking attempt.
• Any fuel connection between fuel tank and
a. If pressure does not build up during third
engine-mounted fuel filter is broken.
cranking attempt, unscrew chassis-mounted
• Engine-mounted fuel filter is removed or replaced. filter cap and separate filter element from
filter cap.
• High-pressure fuel system is serviced.
b. Ensure filter element is fully seated on
Procedure standpipe.
1. Ensure all fuel system connections are secure c. Reassemble chassis-mounted fuel filter
and proper fuel filters are installed. assembly.
2. Ensure battery is fully charged or install battery • If engine does not start and there is no increase
charger. in pressure, allow starter to cool for two minutes
and repeat steps 6 and 7.
3. Turn ignition switch to ON, engine OFF.

Engine Brake System • EOP extremely high or low

Engine Brake Inspection • Aeration in lube oil
• Lube oil diluted by fuel
Symptom
• Low engine oil level
Engine exhibits no deceleration when engine brake is
engaged. • Worn engine rocker lever bushings
• Restrictions in the engine oil passages leading to
WARNING: To prevent personal injury or death, engine brake
read all safety instructions in the “Safety Information”
section of this manual. Tools
• Digital Multimeter (DMM)
WARNING: To prevent personal injury or death,
shift transmission to park or neutral, set parking brake, • ZTSE6076-7 – Lash Gauge
and block wheels before doing diagnostic or service
procedures. Preliminary Steps

WARNING: To prevent personal injury or death, WARNING: To prevent personal injury or death,
make sure that the engine has cooled before removing wear safely glasses with side shields.
components. 1. Before starting engine brake troubleshooting
procedures, check the following:
Possible Causes
• Engine oil level on dipstick. Over- or
Engine brake performance issues exhibit one or more underfilled condition in crankcase will cause
of the following characteristics: aeration in engine brake hydraulic system.
• Malfunctioning ON/OFF switch • Condition of engine lubricating oil and for
• Engine brake lash adjustment (one or more presence of fuel, water, or both. This
cylinders out of adjustment) indicates engine problems and must be
corrected.
• Low EOP (insufficient supply of oil pressure to
operate engine brake) • Turbocharger, Charge Air Cooler (CAC),
piping, and intake manifold leakage. Any loss
• Low engine boost pressure while braking (below of pressure will cause a reduction in engine
138 kPa [20 psi] @ 2100 rpm with engine brake brake power output.
on high)
• Engine Control Module (ECM) is programmed
• Lube oil too cold or thick correctly.
• Improper slave piston adjustment or slave piston • Accelerator Pedal Position (APP) sensor at 0
binding in bore percent (accelerator pedal not depressed).
• Master piston not moving in bore • Clutch switch in CLOSED position.
• Defective control valves or binding in housing • Power Takeoff (PTO) switched to OFF (if
bore equipped).
• Leaking engine brake housing plugs
• Broken outer control valve springs

2. Before inspecting engine brake housing, remove Engine Brake Solenoid Specifications
over-engine equipment, such as air intake,
Engine Temperature Ohms
turbocharger crossover pipes, and valve
mechanism upper covers. Follow procedures Cold: 25°C (77°F) 8.7 – 10
in Engine Service Manual. Hot: 121°C (250°F) 12 – 15.5
a. Remove upper valve cover, following
procedures in the Engine Service Manual. 4. Check resistance from Engine Compression
Brake 1 (ECB1), Engine Compression Brake
b. Check for cracks in engine brake housing. 2 (ECB2), and Engine Compression Brake 3
c. Check for loose, damaged, brittle, or cracked (ECB3) to ECB harness connector.
wiring or connections at engine brake 5. Check resistance from each terminal to engine
solenoid. brake solenoid. This should be an open circuit.
d. Check for loose or damaged hold down bolts. If a resistance is measured, replace engine brake
solenoid assembly.
e. Check exhaust bridges.
6. Check continuity from each engine brake solenoid
f. Check if engine brake slave piston setting is to engine ground. Must be open circuit (no
0.8 mm. connection). Repair harness if required.
NOTE: When operating the engine brake with the 7. Check engine brake solenoid valve, screen, and
valve cover removed, be aware that there will be engine brake solenoid seal rings. Replace if
a significant amount of oil spray in this area. This necessary.
engine brake has a separate oil passage to lubricate
the master piston roller area. This adds to the oil Engine Brake Does Not Turn Off/Slow to Turn Off
spray in the area, but does not indicate leakage or a
problem with the oil supply needed for engine brake 8. Check ECM input sensors and repair if necessary.
operations. 9. Check undercover wiring and engine brake
solenoid connectors for short(s).
WARNING: To prevent personal injury or death, • Check continuity from each engine brake
wear safely glasses with side shields. solenoid to engine ground. Must be open
circuit (no connection). Replace wiring
WARNING: Whenever engine is running and harness or engine brake solenoid if required.
valve cover is removed, lubrication oil splashing in the
10. Check for low EOP.
engine brake could cause personal injury.
• Determine oil pressure at engine brake
Engine Brake Does Not Turn On/Slow to Turn On housing using procedures given in this
section. If EOP is below specifications,
3. If supplied voltage to engine brake solenoids is 8.4
but engine brake housing oil pressure is
V DC or lower, check ECM input sensors.
138 kPa (20 psi) and engine is at operating
a. Harness failure: Check continuity from each temperature, engine should be repaired
engine brake solenoid to engine ground. before proceeding to next step.
Must be open (no connection). Repair
harness as required. Engine Fails to Start
b. Engine brake solenoid resistance: Between 11. If engine brake solenoid valve is stuck in the ON
8.7 and 10 Ω at 25°C (77°F). If resistance position, see diagnostics above.
is out of specifications, replace engine brake
solenoid assembly.

Engine Brake Weak in Effect or Low Braking Power NOTE: Master Piston Assembly – This is not a
serviceable group. No attempt should be made to
12. Check engine boost pressure while braking. If
disassemble this group from the brake housing.
boost pressure is below 138 kPa (20 psi) @ 2100
rpm with the engine brake on high, check engine 15. Check control valve(s) for binding in housing bore.
brake adjustment. If out of specification, see
• Remove control valve(s). If body is
procedure below.
scored, replace control valve. Check for
NOTE: To get boost pressure, the vehicle has to contaminants in lube oil. Clean housing and
be road tested. control valve. If binding continues, replace
housing.
13. Check turbocharger for proper output. Inspect
CAC and piping for any exhaust leakage or intake 16. Check control valve(s) for defects.
restrictions.
• Remove control valve(s). Ensure check
ball is seated in bore and can be moved off
Engine Brake Slow to Operate or Weak in Effect
seat. Ensure there is spring pressure against
NOTE: Allow engine to warm before operating engine ball. Flush in cleaning solvent. Replace if
brakes. necessary.
17. Check outer control valve springs for damage.

Oil Pressure Dropping Below Minimum Required for

Engine Brake Operation

Engine Brake Oil Pressure Requirements

Full Flow PSI Over Pressure PSI
20-55 80

NOTE: For proper engine brake operation, oil

pressure at engine brake housing must be 138 to
172 kPa (20 to 25 psi), with engine at operating
temperature and running between 1000 rpm and
governed engine speed.
Figure 55 Engine Brake Assembly 18. Aeration of lubricating oil.
1. Slave cylinder • Check for aeration, activate, and then
2. Master cylinder deactivate engine brake. Watch escape
3. Slave cylinder adjustment screw oil coming from control valve cover. If there
4. Engine brake solenoid and spool valve are air bubbles in the oil or if the oil is white
and foamy, air is present in system. Aeration
can be caused by the crankcase being over-
14. Check for improper slave piston adjustment or or underfilled with lube oil or by a problem
slave piston binding in bore. with the engine oil pump or pickup tube.
• If slave piston adjustment is incorrect or 19. Lubricating oil being diluted by fuel oil.
slave piston is binding in bore, readjust slave
piston clearance lash setting to 0.8 mm. • Obtain an oil sample to determine if fuel
Ensure slave piston responds smoothly to is present. See Engine Operation and
the adjusting screw by loosening jam nut and Maintenance Manual for procedures on
moving adjusting screw through its full travel obtaining an oil sample.
and for a full slave piston motion. Ensure 20. Check engine oil level. See Incorrect Oil Level
piston travels full range without any binding (page 83).
or sticking.

21. Check for worn engine rocker lever bushings. 29. Check wiring between ECM 96-Pin E1 connector
Replace if necessary. and ECB solenoid.
22. Check for restrictions in engine oil passages 30. Check voltage at Pin E1-05.
leading to engine brake. Inspect all passageways.
• If voltage is 12 V, continue to next step.
Repair if necessary.
• If voltage is not 12 V, check for open or short
One or More Cylinders Fail to Stop Braking or Engine circuit.
Stalls
31. Check for open or short ECB control circuit, Pin
23. Check control valve inner spring for damage. E1-47.
Replace if necessary.
Engine Brake Switch Not Working in Position 2
24. If one or more control valves are stuck in the ON
(Cylinders 1, 2, 5, and 6)
or UP positions, check control valves for binding.
NOTE: See ECB1 and ECB3 in “Electronic Control
• Remove, clean, or replace if necessary.
Systems Diagnostics” for circuit diagrams and
• Inspect lubricating oil for contaminants. diagnostics.
32. Check wiring between ECM 96-Pin E1 connector
Engine Misses or Loses Power
and ECB solenoid.
25. If slave piston adjustment is tight, readjust slave
33. Check voltage at Pin E1-50 .
piston clearance to lash setting of 0.8 mm.
• If voltage is 12 V, continue to next step.
26. If engine brake solenoid is stuck in ON position,
see procedure above. • If voltage is not 12 V, check for open or short
circuit.
27. If control valve is sticking or dragging in bore,
clean control valve and bore. Replace if 34. Check for open or short ECB control circuit, Pin
necessary. E1-49.
28. Check control valve spring for damage. Replace
if necessary.
Brake Piston Lash Adjustment Procedure
Engine Brake Switch Not Working in Position 1 See Engine Service Manual for lash adjustment
(cylinders 3 and 4) procedures.
NOTE: See ECB2 in “Electronic Control Systems
Diagnostics” for circuit diagrams and diagnostics.

Table of Contents

Diagnostics Form EGED-520. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103

Diagnostics Form Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104

Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

1. Initial Key ON Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
2. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Davco® Fuel Filter Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Fuel Quality Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Intake Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
3. Electronic Service Tool (EST) Connection and Data Recording. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
4. Check for Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
5. Engine Cranking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

Special Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114

Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Low-pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Fuel System Priming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Fuel Delivery Pressure (FDP) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Fuel Dead Head Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
HP Pump Fuel Return Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
Fuel Aeration and Restriction Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
High-pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125
Fuel Rail Pressure (FRP) Circuit Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
High-pressure Pump Inlet Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
High-pressure Fuel Return Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Fuel Rail Pressure (FRP) Leak Isolation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Cold Start Assist System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Cold Start Assist System Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Cold Start Fuel Igniter (CSFI) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Fuel Supply at Cold Start Fuel Solenoid (CSFS) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Fuel Supply at Cold Start Fuel Igniter (CSFI) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133

Diagnostics Form EGED-520

Figure 56 Diagnostics Form EGED-520 (Hard Start and No Start)

The Hard Start and No Start Diagnostics Form directs out of sequence can cause incorrect results. If the
technicians to systematically troubleshoot a hard start customer complaint is found and corrected, it is not
or no start condition and avoid unnecessary repairs. necessary to complete the remaining tests.
This Diagnostic Manual section shows detailed See appropriate section of this manual for Diagnostic
instructions for the tests on the form. The manual Trouble Codes (DTCs) and engine specifications.
should be used with the form and referenced for
Diagnostics Form EGED-520 is available in 50-sheet
supplemental test information. Use the form as a
pads. To order technical service literature, contact
worksheet to record test results.
your International dealer.
Do Required Test Procedures in sequence and do
Special Test Procedures when needed. Doing a test

Diagnostics Form Header Information

1. Fill in the following diagnostics form header • Vehicle Identification Number (VIN)
information:
• Complaint (driver interview)
• Technician
NOTE: Remaining header information will be filled
• Date in later using information from the Electronic Service
Tool (EST) with ServiceMaxx™ software.
• Unit No. (dealer’s quick reference number)

Required Test Procedures 1. Initial Key ON Check

NOTE: The engine requires a starting aid when
Purpose
temperatures are below 11°C (52°F). If this is a cold
start problem, verify that the Cold Start Assist is Determine if Engine Control Module (ECM) is powered
working before continuing. See Cold Start Assist up and if water is in fuel supply.
System Test (page 130).
Tools
None
GOVERNMENT REGULATION: Engine
Procedure
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment. Handle 1. Turn ignition switch to ON, engine OFF. Observe
all fluids and other contaminated materials the following:
(e.g. filters, rags) in accordance with applicable
• WAIT TO START lamp
regulations. Recycle or dispose of engine
fluids, filters, and other contaminated materials • WATER IN FUEL indicator (Integral Digital
according to applicable regulations. Display)
2. Record results on Diagnostics Form.
• If WATER IN FUEL indicator stays
WARNING: To prevent personal injury or death,
illuminated, go to Fuel Quality Check (page
read all safety instructions in the “Safety Information”
108).
section of this manual.

WARNING: To prevent personal injury or 2. Visual Inspection

death, do not let engine fluids stay on your skin.
Clean skin and nails using hand cleaner and wash Purpose
with soap and water. Wash or discard clothing and
rags contaminated with engine fluids. Check all fluid levels and inspect engine systems for
problems (leaks, open connections, harness chafing,
etc.).
WARNING: To prevent personal injury or death,
shift transmission to park or neutral, set parking brake, Tools
and block wheels before doing diagnostic or service
procedures. None

WARNING: To prevent personal injury or death,

do not smoke and keep fuel away from flames and
sparks.

WARNING: To prevent personal injury or death,

provide proper ventilation when operating an engine in
a closed area. Inhalation of exhaust gas can be fatal.

Engine Oil • If oil level is above specification, inspect

for fuel dilution, coolant contamination, or
1. Park vehicle on level ground and check oil level.
improper servicing. Repair as necessary and
NOTE: American Petroleum Institute (API) CJ-4 drain to proper level.
oils are recommended for high-speed diesel
engines with advanced exhaust aftertreatment
systems that meet 2007 and beyond on-highway Fuel Level
exhaust emission standards.
WARNING: To prevent personal injury or death,
do not smoke and keep fuel away from flames and
sparks.
1. Park vehicle on level ground.
2. Check instrument panel fuel gauge and look into
fuel tank to verify fuel level.
• If fuel gauge reads above empty, but tank is
empty, diagnose instrument panel fuel gauge.
Verify fuel level is within specification before
diagnosing a pressure problem.
• If fuel tank is empty, add fuel and prime fuel
system. See Fuel System Priming (page
Figure 58 Lube oil requirements label 117).

2. Use oil level gauge (dipstick) to verify engine oil

level. Davco® Fuel Filter Inspection

NOTE: If oil is contaminated, oil and filter must be Visually inspect Davco® chassis-mounted fuel filter
replaced. following the inspection table on the next page. If not
equipped with a Davco® chassis-mounted fuel filter,
3. Record results on Diagnostics Form. continue to next test.
• If oil level is below specification, inspect for
leaks, oil consumption, or improper servicing.
Repair as necessary and fill to specification.

Fuel Level Visual Indication Possible Solution

Fuel level below top of fuel Normal — no repair necessary.
filter.

Fuel level above top of fuel Change fuel filter element.

filter.

Fuel level is to top of fuel 1. Change fuel filter element.

filter and looks to be full of
2. Run engine for a minimum of 25 minutes at idle. Do not
wax.
run at high idle.

Bubbles are seen flowing 1. Check all fittings and lines from between fuel tank and fuel
within fuel. filter assembly.
2. Check upper and lower connector O-rings.

Fuel level is below fuel filter 1. Check for missing grommet at lower end of filter.
housing collar.
2. Check for missing or broken spring at top of fuel filter
element.

Water is seen (noticeable 1. Inspect fuel tank(s) for water contamination.

separation) in fuel filter
2. Drain a full cup of fuel from fuel filter assembly.
assembly.
NOTE: Do not drain with engine running.
3. Restart engine. Shut off engine and drain fuel filter
assembly.
4. Repeat step 3 until all water is removed.
Fuel drains back to fuel tank 1. Remove and inspect check valve assembly following
when changing fuel filter or procedures in Engine Service Manual.
draining water separator.
2. Repair (clean) or replace as necessary and retest.

Fuel Quality Check

Purpose
Check for poor fuel quality or for contaminants.

Tools
Clear diesel fuel container

Procedure

WARNING: To prevent personal injury or

death, do not let engine fluids stay on your skin.
Clean skin and nails using hand cleaner and wash
with soap and water. Wash or discard clothing and
rags contaminated with engine fluids.

WARNING: To prevent personal injury or death,

shift transmission to park or neutral, set parking brake,
Figure 60 Fuel drain valves
and block wheels before doing diagnostic or service
procedures. 1. Drain valve (Racor®)
2. Drain valve (Davco®)
NOTE: Ultra-Low Sulfur Diesel (ULSD) fuel is required
for MaxxForce® 15L Diesel Engines with advanced
aftertreatment systems.
1. Place clear diesel fuel container under fuel drain
valve.
2. Open fuel drain valve to fill clear diesel fuel
container.

WARNING: To prevent personal injury or death,

do not smoke and keep fuel away from flames and
sparks.
NOTE: If fuel does not flow, crank engine.
3. Check for water, waxing, icing, sediment,
gasoline, or kerosene by shaking fuel sample
container and letting contents settle.
Figure 59 Fuel requirements label
• Sediments will fall to bottom of fuel sample
container.
NOTE: WATER IN FUEL indicator on Integral Digital • Gasoline and kerosene will separate from
Display should cycle ON, and then OFF, if there is no diesel fuel.
water in fuel system. WATER IN FUEL indicator will
stay ON if water is detected. • Waxing or icing will prevent diesel fuel from
flowing out of fuel drain valve.
• If fuel quality is questionable, repair as
necessary. Take another sample to verify
fuel quality is satisfactory.
• If fuel quality is satisfactory, continue to next
test.

Engine Coolant Level Intake Air

NOTE: Intake air restriction should be less than 3.3
WARNING: To prevent personal injury or kPa (13.4 inH2O) at full engine load and rated speed.
death, make sure engine has cooled before removing
1. Inspect air filter gauge located on air filter housing
components.
or dashboard.
1. Park vehicle on level ground.
• If gauge indicates air filter needs replaced,
2. Check coolant level as indicated on deaeration verify there are no other restrictions in the air
tank level window. inlet or filter housing before replacing air filter.
NOTE: Coolant that has leaked into exhaust system
(wet exhaust) could damage the Diesel Particulate
Exhaust System
Filter (DPF). Inspect DPF for damage. See Coolant
Leak to Exhaust (page 73) in “Engine Symptoms 1. Inspect exhaust system (engine and vehicle) for
Diagnostics.” restrictions, leaks, or damage.
3. Record results on Diagnostics Form. • If exhaust system problem is found, make
necessary repairs.
• If level is below deaeration tank fill level,
inspect for external leaks, internal leaks to
other engine systems, or improper servicing.
3. Electronic Service Tool (EST) Connection and
See “Engine Symptoms Diagnostics” if
Data Recording
internal leak is suspected.
• If level is above deaeration tank fill level, Purpose
inspect for oil in coolant, fuel in coolant, or
Check ECM software, sensor signals, and Diagnostic
improper servicing.
Trouble Codes (DTCs) and record additional vehicle
• If coolant is contaminated, determine information on Diagnostics Form.
contaminant, diagnose cause, repair as
necessary, and replace coolant. See “Engine Tools
Symptoms Diagnostics.”
• Electronic Service Tool (EST) with
ServiceMaxx™ software
Charge Air Cooler (CAC) System • NAVCoM or NAVLink Interface Kit
1. Inspect the CAC, Interstage Cooler (ISC), and all
Procedure
piping for leaks.
1. Turn ignition switch to ON, engine OFF.
2. Inspect all CAC connections and clamps.
2. Connect EST to vehicle’s Diagnostic Connector.
• If CAC system problem is found, make
necessary repairs. See ISC Leak Test in 3. Start ServiceMaxx™ software.
“Engine Symptoms Diagnostics.”
• If unable to communicate with the ECM, see
the ServiceMaxx™ Users Guide.
Electrical System • If unable to communicate and no problems
are found using the ServiceMaxx™
1. Inspect batteries and electrical system (engine
and vehicle) for poor or loose connections,
Users Guide, go to J1939 Data Link
Communications in “Electronic Control
corroded terminals, or broken and damaged
Systems Diagnostics.”
wires.
• If electrical system problem is found, make
necessary repairs.

Figure 61 ServiceMaxx™ software startup screen – vehicle connected

4. Verify the following vehicle information matches • Engine Coolant Temperature (ECT1)
the displayed information in ServiceMaxx™
• Engine Oil Temperature (EOT)
software and record on Diagnostics Form:
6. Record the following KOEO pressure and flow
• Engine Type
sensor values on the Diagnostics Form:
• Software Identification
• Fuel Rail Pressure (FRP)
• Engine Family Rating Code (EFRC)
• TC1 Turbine Outlet Pressure (TC1TOP)
• Vehicle Identification Number (VIN)
• Fuel Delivery Pressure (FDP)
• Engine Serial Number (ESN)
• Intake Manifold Pressure (IMP)
• Total Fuel Used
• Barometric Pressure (BARO)
NOTE: The engine serial number is located on the
• DPF Differential Pressure (DPFDP)
lower left side of the crankcase above the oil pan
flange.
5. Record the following Key ON, Engine OFF
(KOEO) temperature sensor values on the
Diagnostics Form:
• Air Inlet Temperature (AIT)

7. Look for sensor values that are out of 4. Check for Diagnostic Trouble Codes (DTCs)
specification. A sensor out of specification could
NOTE: 2010 model year vehicles no longer utilize
cause abnormal operating behavior, incorrect
DTC identification by number. DTCs are now
fueling, and injection timing problems.
identified using Suspect Parameter Number (SPN)
• If sensor is out of specification, go to and Failure Mode Indicator (FMI) identifiers only.
the suspect sensor in “Electronic Control These two identifiers are displayed in the DTC
Systems Diagnostics.” window.
• If sensors are within specification, continue to • SPN – Identifies the individual component causing
next step. the DTC.
8. Run Actuator Test and record the following • FMI – Identifies the fault or condition affecting the
position values at 5% and 95% duty cycles on the individual component.
Diagnostics Form:
• Pending DTCs are possible emission faults that
• Exhaust Gas Recirculation Valve Position were detected on the first drive cycle.
(EGRVP)
• Active DTCs are codes that are currently active.
• Engine Throttle Position (ETP)
• Previously Active DTCs are historical codes that
9. Look for sensor values that are out of may be caused by intermittent signals or an
specification. A sensor out of specification could operating condition that is not currently present.
cause air management problems.
Purpose
• If sensor is out of specification, go to
the suspect sensor in “Electronic Control Identify DTCs.
Systems Diagnostics.”
Tools
10. Record DPF status signal value on the
Diagnostics Form. • Electronic Service Tool (EST) with
ServiceMaxx™ software
• If DPF status is “Regen needed – critical
level,” disconnect exhaust system upstream • NAVCoM or NAVLink Interface Kit
of Pre-DOC and attempt to start engine.
Procedure
1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle’s Diagnostic Connector.
3. Start ServiceMaxx™ software.

5. Engine Cranking

Purpose
Determine which system is causing the hard start or
no start condition.

Tools
Figure 62 DTC window
• Electronic Service Tool (EST) with
1. DTC column (pre-2010) ServiceMaxx™ software
2. SPN column
• NAVCoM or NAVLink Interface Kit
3. FMI column
4. Type column • Digital Multimeter (DMM)
5. Freeze Frame column
6. Message column Procedure
7. Refresh DTC/Vehicle Events button
NOTE: If, under normal operation, engine is subjected
8. Clear DTCs button
to temperatures below 10°C (50°F), go to Cold Start
Assist System Test (page 130). If engine is subjected
to temperatures greater than 10°C (50°F), proceed
4. Record DTCs and Freeze Frame Data on
with Engine Cranking test.
Diagnostics Form.
1. Turn ignition switch to ON, engine OFF.
5. Correct any active DTCs. See “Electronic Control
Systems Diagnostics.” 2. Connect EST to vehicle’s Diagnostic Connector.
• Investigate previously active DTCs with high 3. Start ServiceMaxx™ software.
counts.
4. Select Hard Start – No Start session from the
NOTE: Freeze Frame Data is a snapshot of all Sessions drop-down menu.
influencing signals at the time the DTC was set. This
can help diagnose hard-to-duplicate failures. Freeze
Frame Data is cleared as soon as the DTC is cleared.

7. Disconnect exhaust just before Pre-Diesel

Oxidation Catalyst (PDOC) following procedures
in the Engine Service Manual. Try to start engine.
• If engine starts, see AFT System in
“Electronic Control Systems Diagnostics”
for restricted PDOC or Diesel Particulate
Figure 63 Hard Start – No Start session signals
Filter (DPF).
8. Connect DMM to battery and monitor voltage
CAUTION: To prevent damage to the starter, if engine during engine cranking.
fails to start within 10 seconds, release ignition switch
• If voltage drops below specification, check
and wait 2 to 3 minutes to allow starter motor to cool.
batteries and starting system. Connect
5. Crank engine for a maximum of 10 seconds while battery charger and repeat test.
monitoring the following signals:
• If voltage stays within specification, go to
• Switched Battery (SWBAT) ECM Power in “Electronic Control Systems
Diagnostics.”
• Engine Speed (RPM)
• Fuel Delivery Pressure (FDP)
• Fuel Rail Pressure (FRP)
• TC1 Turbine Outlet Pressure (TC1TOP)
• DPF Differential Pressure (DPFDP)
6. Record cranking results on the Diagnostics Form.
• If SWBAT voltage drops below specification,
continue to step 8.
• If Engine Speed remains at 0.00 rpm with
engine rotating, see CKP Sensor and
CMP Sensor in “Electronic Control Systems
Diagnostics.”
• If Engine Speed is below specification, check
batteries and starting system.
• If FDP is below specification, go to
Low-pressure Fuel System (page 117).
• If FDP is within specification but FRP is
below specification, go to High-pressure Fuel
System (page 125).
• If TC1TOP is above specification, continue to
next step.
• If DPFDP is not within specification, go to
AFT System in “Electronic Control Systems
Diagnostics.”

Special Test Procedures

Fuel System

Figure 64 Fuel system

1. Injector (6) 7. Fuel supply to cold start assist 12. Low-pressure fuel pump outlet
2. Fuel rail system 13. Fuel pump
3. Fuel return tube assembly (from 8. Fuel supply to Down Stream 14. High-pressure fuel pump return
injectors) Injection (DSI) assembly 15. High-pressure fuel pump inlet
4. High-pressure rail to injector 9. Fuel filter (engine-mounted) 16. High-pressure fuel rail supply
tube (6) 10. Fuel Pressure Control Valve lines
5. Fuel rail pressure relief valve (FPCV) 17. Fuel Rail Pressure (FRP) sensor
6. Fuel injector return line 11. Low-pressure fuel pump inlet

Figure 65 Fuel system with Racor® fuel filter

assembly (chassis-mounted)
1. High-pressure fuel pump inlet
2. High-pressure fuel rail supply
3. Fuel Pressure Control Valve (FPCV)
4. Fuel supply to Down Stream Injection (DSI) assembly
5. Fuel outlet
6. Fuel primer pump assembly
7. Fuel supply from tank
8. Fuel filter water separator assembly
9. Water In Fuel (WIF) sensor
10. Drain valve
11. Fuel filter (engine-mounted)
12. Fuel supply from chassis-mounted filter
13. Low-pressure fuel pump outlet
14. Low-pressure fuel pump inlet
15. Fuel pump
16. High-pressure fuel pump return

Figure 66 Fuel system with Davco® fuel filter

assembly (chassis-mounted)
1. High-pressure fuel pump inlet
2. High-pressure fuel rail supply
3. Fuel Pressure Control Valve (FPCV)
4. Fuel supply to Down Stream Injection (DSI) assembly
5. Fuel outlet
6. Fuel supply from tank
7. Fuel return to tank
8. Drain valve
9. Fuel filter (engine-mounted)
10. Fuel supply from chassis-mounted fuel filter
11. Low-pressure fuel pump outlet
12. Fuel primer pump assembly
13. Low-pressure fuel pump inlet
14. Fuel pump
15. High-pressure fuel pump return

Low-pressure Fuel System Fuel Delivery Pressure (FDP) Test

Purpose
Verify there is sufficient fuel pressure in low-pressure
GOVERNMENT REGULATION: Engine
fuel system to start engine.
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment. Handle Tools
all fluids and other contaminated materials
• Electronic Service Tool (EST) with
(e.g. filters, rags) in accordance with applicable
ServiceMaxx™ software
regulations. Recycle or dispose of engine
fluids, filters, and other contaminated materials • NAVCoM or NAVLink Interface Kit
according to applicable regulations.
• 15-637-01 – Clean Fuel Source Tool
• ZTSE4409 – Pressure Test Kit
WARNING: To prevent personal injury or death, • ZTSE4891 – Air Cap, Fuel Cap, and Plug Kit
read all safety instructions in the “Safety Information”
• ZTSE6091 – Manual Oil Pressure Test Tool
section of this manual.
Fuel System Priming Procedure

Purpose WARNING: To prevent personal injury or death,

Prime the fuel system. wear safety glasses with side shields.

Tools WARNING: To prevent personal injury or death,

None do not smoke and keep fuel away from flames and
sparks.
Procedure CAUTION: To prevent damage to engine, plug
1. Verify there is fuel in fuel tank(s). See Fuel Level component connections using clean fuel system caps
Check. immediately after each fuel line is removed.

2. Pump fuel primer pump assembly until fuel fills the NOTE: Ensure fuel lines are clear of debris before
system. disconnecting fuel lines.

• If fuel does not pull from fuel tank, go to Fuel 1. With engine OFF, remove FDP sensor and install
Aeration and Restriction Tests (page 121). Manual Oil Pressure Test Tool.

NOTE: The Davco® chassis-mounted fuel filter 2. Connect Pressure Test Kit to Manual Oil Pressure
has a separate chassis-mounted primer pump Test Tool.
assembly. The Racor® chassis-mounted fuel 3. Crank engine while using Pressure Test Kit to
filter has a primer pump on top of the filter monitor FDP.
housing.

4. Compare current FDP readings to FDP readings Fuel Dead Head Test
from the Engine Cranking test.
Purpose
• If current FDP reading does not closely
resemble previous FDP reading, go to Isolate fuel pump to determine if it is able to build
FDP Sensor in “Electronic Control Systems proper pressure.
Diagnostics.”
Tools
• If FDP stays consistent, continue to next step.
• Compucheck fitting – Star Products part #
5. With engine OFF, disconnect fuel supply line at TU-32–25
low-pressure fuel pump inlet and cap it off using
• 15-637-01 – Clean Fuel Source Tool
Air Cap, Fuel Cap, and Plug Kit.
• ZTSE4409 – Pressure Test Kit
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
• ZTSE4905 – Fuel Block Off Tool

Procedure
1. Retain connection between Clean Fuel Source
Tool and low-pressure fuel pump inlet from
previous test.

WARNING: To prevent personal injury or death,

wear safety glasses with side shields.
Figure 67 Clean Fuel Source Tool connected to
low-pressure fuel pump inlet WARNING: To prevent personal injury or death,
do not smoke and keep fuel away from flames and
sparks.
6. Connect Clean Fuel Source Tool to low-pressure
fuel pump inlet. 2. Disconnect fuel line from low-pressure fuel pump
outlet.
7. Use Clean Fuel Source Tool to prime fuel system.
a. Close the ball valve on the Clean Fuel Source
Tool fuel supply line.
b. Fully squeeze the primer bulb on the Clean
Fuel Source Tool. Repeat until fuel system is
primed (no air visible in clear lines of Clean
Fuel Source Tool).
c. After fuel system is primed, open ball valve on
Clean Fuel Source Tool fuel supply line.
8. Crank engine while using ServiceMaxx™
software to monitor FDP.
• If FDP is below specification, go to Fuel Dead
Head Test (page 118).
• If FDP is within specification, go to Fuel
Aeration and Restriction Tests (page 121).

6. Use Clean Fuel Source Tool to prime fuel system.

a. Close the ball valve on the Clean Fuel Source
Tool fuel supply line.
b. Fully squeeze the primer bulb on the Clean
Fuel Source Tool. Repeat until fuel system is
primed (no air visible in clear lines of Clean
Fuel Source Tool).
c. After fuel system is primed, open ball valve on
Clean Fuel Source Tool fuel supply line.
7. Crank engine while monitoring Pressure Test Kit.
Continue monitoring until fuel pressure stabilizes
or for a maximum of 20 seconds.
Figure 68 Fuel Inlet Restriction / Aeration Tool
connected to low-pressure fuel pump outlet • If pressure is within or above specification,
inspect engine-mounted fuel filter and
1. Fuel Inlet Restriction / Aeration Tool housing for defects or damage. If no defect
2. Pressure Test Kit or damage is found, go to High-pressure Fuel
3. Fuel Block Off Tool System (page 125).
4. Compucheck fitting
• If pressure is below specification, replace
fuel pump following procedures in the Engine
3. Connect Fuel Inlet Restriction / Aeration Tool to Service Manual. To prevent damage to a
low-pressure fuel pump outlet. newly installed fuel pump, perform HP Pump
Fuel Return Pressure Test (page 120) any
4. Use compucheck fitting to connect Pressure Test time fuel pump is replaced.
Kit to Fuel Inlet Restriction / Aeration Tool.
NOTE: Before installing a new fuel pump, ensure
5. Connect Fuel Block Off Tool to Fuel Inlet new fuel pump is the correct replacement part.
Restriction / Aeration Tool.

HP Pump Fuel Return Pressure Test

Purpose
Prevent damage to newly installed fuel pump.
Tools
• Compucheck fitting – Star Products part #
TU-32–25
• ZTSE4681 – Fuel Pressure Gauge
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
• ZTSE4906 – Fuel Line Coupler

Procedure
NOTE: Prior to performing this test, ensure new fuel Figure 69 High-pressure fuel pump return line
pump is the correct replacement part. connected to Fuel Pressure Gauge

1. Restore fuel system to normal operating 1. Fuel Inlet Restriction / Aeration Tool
condition. 2. High-pressure fuel pump return line
3. Fuel Pressure Gauge
WARNING: To prevent personal injury or death,
wear safety glasses with side shields.
3. Use Fuel Line Coupler to connect high-pressure
fuel pump return line to Fuel Inlet Restriction /
WARNING: To prevent personal injury or death, Aeration Tool.
do not smoke and keep fuel away from flames and
sparks. 4. Use compucheck fitting to connect Fuel Inlet
Restriction / Aeration Tool to Fuel Pressure
2. Disconnect high-pressure fuel pump return line. Gauge.
5. Start engine and run at high idle while monitoring
Fuel Pressure Gauge.
• If pressure is above 89.6 kPa (13 psi), inspect
fuel return line between high-pressure fuel
pump and fuel tank for restriction.
• If pressure is less than 89.6 kPa (13 psi), no
further action is required.

Fuel Aeration and Restriction Tests

Aeration Test

Figure 70 Aeration test diagram

1. Test point 1 4. Test point 2 7. Low-pressure fuel pump
2. Engine-mounted fuel filter 5. Chassis-mounted fuel filter 8. Fuel Inlet Restriction / Aeration
3. Fuel supply from tank 6. Primer pump Tool

Purpose 3. Prime fuel system to remove air from lines.

Check for fuel aeration. 4. Crank engine while visually monitoring for fuel
aeration (air bubbles passing through clean line).
Tools
• If fuel is not aerated, go to Restriction Test.
• 15-637-01 – Clean Fuel Source Tool
• If fuel is aerated, continue to next step.
• ZTSE4409 – Pressure Test Kit
5. Connect Clean Fuel Source Tool to
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
chassis-mounted fuel filter inlet (test point
• ZTSE4906 – Fuel Line Coupler 2).
6. Prime fuel system to remove air from lines.
Procedure
7. Crank engine while visually monitoring for fuel
WARNING: To prevent personal injury or death, aeration (air bubbles passing through clean line).
wear safety glasses with side shields. • If fuel is not aerated, repair open in fuel supply
line from chassis-mounted fuel filter to fuel
WARNING: To prevent personal injury or death, tank.
do not smoke and keep fuel away from flames and • If fuel is aerated, repair open in low-pressure
sparks. fuel pump supply line or chassis-mounted fuel
1. Remove Clean Fuel Source Tool from filter.
low-pressure fuel pump inlet.
2. Use Fuel Line Coupler to connect Fuel Inlet
Restriction / Aeration Tool between fuel supply
line to engine-mounted fuel filter and low-pressure
fuel pump outlet.

Restriction Test

Figure 71 Restriction test diagram

1. Fuel Inlet Restriction / Aeration 4. Fuel supply from tank 8. Pressure Test Kit
Tool 5. Test point 2 9. Primer pump
2. Test point 1 6. Chassis-mounted fuel filter
3. Low-pressure fuel pump 7. Test point 3

Purpose • If restriction is above specification and engine

is equipped with a Davco® chassis-mounted
Check for fuel supply restriction.
fuel filter, go to Restriction Test Point 3.
Tools
NOTE: The Davco® chassis-mounted fuel filter has
• Compucheck fitting – Star Products part # a separate chassis-mounted primer pump assembly.
TU-32–25 The Racor® chassis-mounted fuel filter has a primer
pump on top of the filter housing.
• 15-637-01 – Clean Fuel Source Tool
• ZTSE4409 – Pressure Test Kit Restriction Test Point 2
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool 1. Connect Clean Fuel Source Tool to
chassis-mounted fuel filter inlet.
• ZTSE4906 – Fuel Line Coupler
2. Prime fuel system to remove air from lines.
• ZTSE6124 – Fuel Outlet Fitting
3. Crank engine while monitoring Pressure Test
Procedure Kit vacuum gauge.
• If restriction is within specification, repair
WARNING: To prevent personal injury or death, restriction in fuel supply line between
wear safety glasses with side shields. chassis-mounted fuel filter and fuel tank.
• If restriction is above specification, repair
WARNING: To prevent personal injury or death, or replace chassis-mounted fuel filter and
do not smoke and keep fuel away from flames and check fuel lines.
sparks.
1. Use Fuel Line Coupler to connect Fuel Inlet Restriction Test Point 3
Restriction / Aeration Tool to low-pressure fuel 1. Connect Clean Fuel Source Tool to primer
pump supply line. pump inlet.
2. Use Fuel Outlet Fitting to connect Fuel Inlet 2. Prime fuel system to remove air from lines.
Restriction / Aeration Tool to low-pressure fuel
pump inlet. 3. Crank engine while monitoring vacuum
gauge.
3. Use compucheck fitting to connect Pressure
Test Kit vacuum gauge to Fuel Inlet Restriction / • If restriction is within specification, go to
Aeration Tool. Restriction Test Point 2.

4. Prime fuel system to remove air from lines. • If restriction is above specification, repair
or replace primer pump and check fuel
5. Crank engine while monitoring Pressure Test Kit lines. Retest with original fuel lines
vacuum gauge. installed to verify condition is corrected.
• If restriction is within specification, go to
High-pressure Fuel System.
• If restriction is above specification and engine
is equipped with a Racor® chassis-mounted
fuel filter, go to Restriction Test Point 2.

High-pressure Fuel System

Figure 72 High-pressure fuel system

1. Injector (6) 4. Fuel Pressure Control Valve 7. High-pressure fuel pump
2. Fuel Rail Pressure (FRP) relief (FPCV) 8. FRP sensor
valve 5. High-pressure fuel pump inlet
3. Fuel rail 6. High-pressure fuel pump return

Fuel Rail Pressure (FRP) Circuit Test • ZTSE4906 – Fuel Line Coupler

Purpose Procedure
Verify whether FRP sensor is biased.
WARNING: To prevent personal injury or death,
Tools engine must be OFF for at least 5 minutes before
doing any work on high-pressure fuel system to allow
None for system depressurization.

Procedure
WARNING: To prevent personal injury or death,
1. Disconnect FRP sensor electrical connector and wear safety glasses with side shields.
attempt to start engine.
• If engine starts, diagnose FRP sensor WARNING: To prevent personal injury or death,
circuits. See FRP Sensor in “Electronic do not smoke and keep fuel away from flames and
Control Systems Diagnostics.” sparks.
• If the engine does not start, reconnect FRP 1. Disconnect fuel supply line to Down Stream
sensor and go to High-pressure Pump Inlet Injection (DSI) valve assembly.
Pressure Test.
2. Use Fuel Line Coupler to connect Fuel Inlet
Restriction / Aeration Tool to DSI fuel supply line.
High-pressure Pump Inlet Pressure Test 3. Connect Fuel Block Off Tool to Fuel Inlet
Restriction / Aeration Tool.
Purpose
4. Use compucheck fitting to connect Fuel Pressure
Verify high-pressure fuel pump is supplied with Gauge to Fuel Inlet Restriction / Aeration Tool.
sufficient pressure.
5. Crank engine while monitoring Fuel Pressure
Tools Gauge.
• Compucheck fitting – Star Products part # • If gauge pressure is within specification, go to
TU-32–25 High-pressure Fuel Return Flow Test.
• ZTSE4681 – Fuel Pressure Gauge • If gauge pressure is below specification,
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool replace engine-mounted fuel filter and retest.
Go to High-pressure Fuel Return Flow Test.
• ZTSE4905 – Fuel Block Off Tool

High-pressure Fuel Return Flow Test

WARNING: To prevent personal injury or death,

engine must be OFF for at least 5 minutes before 2. Cap off fuel return line using tube fitting cap.
doing any work on high-pressure fuel system to allow
for system depressurization. 3. Connect fuel return tube assembly to Fuel
Pressure Return Connector.
WARNING: To prevent personal injury or death, 4. Connect clean plastic hose to Fuel Pressure
wear safety glasses with side shields. Return Connector and route into diesel fuel
container.
WARNING: To prevent personal injury or death, 5. Crank engine and monitor fuel return from clean
do not smoke and keep fuel away from flames and plastic hose.
sparks.
• If fuel flows from clean plastic hose, go to Fuel
1. Disconnect fuel return tube assembly (from Rail Pressure (FRP) Leak Isolation.
injectors) at left, rear side of engine.
• If fuel does not flow from clean plastic hose,
continue to next step.

6. Reinstall fuel return tube assembly disconnected

in step 1.
7. Remove banjo bolt that connects fuel injector
return line and fuel rail.
8. Use 90 degree elbow with swivel to connect
High-pressure Return Line Tester to fuel rail
(where banjo bolt was installed).
9. Route other end of High-pressure Return Line
Tester to diesel fuel container.
10. Crank engine and monitor fuel return from
High-pressure Return Line Tester.
• If fuel flows from High-pressure Return Line
Tester, replace FRP relief valve following
procedures in the Engine Service Manual.
• If fuel does not flow from High-pressure
Return Line Tester, replace fuel pump
following procedures in the Engine Service
Manual. To prevent damage to a newly
installed fuel pump, perform HP Pump Fuel
Return Pressure Test (page 120) any time
fuel pump is replaced.
NOTE: Before installing a new fuel pump, ensure new
fuel pump is the correct replacement part.
Figure 74 High-pressure Return Line Tester
connected to fuel rail

Fuel Rail Pressure (FRP) Leak Isolation 2. Disconnect number six injector fuel line and cap
off injector supply port with High-pressure Rail
Purpose Plug.
Isolate pressure loss in high-pressure fuel system. 3. Crank engine while monitoring fuel flow in
High-pressure Return Line Tester.
Tools
• If fuel flows out of High-pressure Return
• Diesel fuel container
Line Tester, leave High-pressure Rail Plug
• ZTSE4887-2 – High-pressure Return Line Tester connected and continue to next step.
• ZTSE6098 – High-pressure Rail Plugs • If fuel does not flow out of High-pressure
Return Line Tester and FRP builds starting
Procedure pressure, replace number six high-pressure
rail to injector tube and high-pressure
WARNING: To prevent personal injury or death, connector body following procedures in the
engine must be OFF for at least 5 minutes before Engine Service Manual.
doing any work on high-pressure fuel system to allow 4. Disconnect number five injector fuel line and cap
for system depressurization. off fuel rail with High-pressure Rail Plug.
5. Crank engine while monitoring fuel flow in
WARNING: To prevent personal injury or death, High-pressure Return Line Tester.
wear safety glasses with side shields.
• If fuel flows out of High-pressure Return
Line Tester, leave High-pressure Rail Plug
WARNING: To prevent personal injury or death, connected and continue capping off one
do not smoke and keep fuel away from flames and injector supply port at a time until excessive
sparks. leak is isolated. Replace high-pressure rail
1. Retain connection between High-pressure Return to injector tube and high-pressure connector
Line Tester and fuel injector return line from body on any injector that is leaking bad
previous test. enough to prevent engine from building FRP.

Figure 75 High-pressure Rail Plug installed on

number six injector supply port

Cold Start Assist System CAUTION: To prevent damage to the starter, if engine
fails to start within 20 seconds, release ignition switch
The Cold Start Assist system is only enabled during
and wait 2 to 3 minutes to allow starter motor to cool.
cold weather start ups.
5. Start engine exactly 45 seconds after CSFI was
commanded ON in Cold Start Assist Procedure.
WARNING: To prevent personal injury or death,
Monitor Intake Manifold Temperature (IMT).
do not smoke and keep fuel away from flames and
sparks. NOTE: If engine start is not timed exactly, the test
will abort and need to be restarted.
Cold Start Assist System Test
• If test fails or IMT does not rise approximately
Purpose 5.5°C (10°F) during engine crank, go to Cold
Start Fuel Igniter (CSFI) Test (page 131).
Verify cold start assist system is working correctly at
any temperature. • If test passes and IMT rises approximately
5.5°C (10°F) during engine crank, the cold
Tools
start assist system is working correctly.
• Electronic Service Tool (EST) with
6. Cycle ignition switch and monitor WAIT TO
ServiceMaxx™ software
START lamp in vehicle’s dashboard.
• NAVCoM or NAVLink Interface Kit
NOTE: The ECM may take 15 seconds or longer to
reset between ignition switch cycles.
Procedure
7. When WAIT TO START lamp begins flashing,
1. Turn ignition switch to ON, engine OFF.
crank engine while using ServiceMaxx™ software
2. Connect EST to vehicle’s Diagnostic Connector. to monitor IMT.
3. Start ServiceMaxx™ software. • If IMT does not rise approximately 5.5°C
(10°F) during engine crank, go to Cold Start
4. Open the Hard Start – No Start session. Monitor
Fuel Igniter (CSFI) Test (page 131).
Engine Coolant Temperature 1 (ECT1).
• If IMT rises approximately 5.5°C (10°F) during
• If ECT1 is above 10°C (50°F), use
engine crank, the cold start assist system is
ServiceMaxx™ software to run Cold Start
working correctly.
Assist Procedure. Go to step 5.
• If ECT1 is below 10°C (50°F), go to step 6.

Cold Start Fuel Igniter (CSFI) Test

Purpose
Verify CSFI is working properly.
Tools
• Digital Multimeter (DMM)
• EXP-1000 HD by Midtronics

Procedure
1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle’s Diagnostic Connector.
3. Start ServiceMaxx™ software.
4. Select 2010 BB Actuator session from the
Sessions drop-down menu.
Figure 76 Current clamp on CSFI power circuit

5. Connect EXP-1000 HD by Midtronics current

clamp around CSFI power circuit
6. Select Cold Start Fuel Igniter from actuator
drop-down menu.
7. Press the Start Test button while monitoring
current draw.
• If current draw is less than specification,
go to CSFI in “Electronic Control Systems
Diagnostics.”
• If current draw is at or above specification,
CSFI is working correctly. Go to Fuel Supply
at Cold Start Fuel Solenoid (CSFS) Test.

Fuel Supply at Cold Start Fuel Solenoid (CSFS) Test

Purpose
Verify sufficient fuel pressure is being supplied to the
CSFS.
Tools
• ZTSE4409 – Pressure Test Kit
• ZTSE6059-1 – Cold Start Solenoid Test Adapter
Kit

Procedure

Figure 77 Pressure Test Kit connected to CSFS

WARNING: To prevent personal injury or death,
wear safety glasses with side shields. 1. CSFS
2. Cold Start Solenoid Test Adapter Kit
3. Pressure Test Kit
WARNING: To prevent personal injury or death,
do not smoke and keep fuel away from flames and
sparks.
2. Use Cold Start Solenoid Test Adapter Kit to
1. Disconnect fuel supply line to CSFS. connect Pressure Test Kit to CSFS fuel supply
line.
3. Crank engine while monitoring Pressure Test Kit.
• If pressure is below specification, verify line is
not restricted. If fuel line is not restricted,
pressure regulator is faulty. Replace
engine-mounted fuel filter housing following
procedures in the Engine Service Manual.
• If pressure is within specification, go to Fuel
Supply at Cold Start Igniter (CSFI) Test.

Fuel Supply at Cold Start Fuel Igniter (CSFI) Test

Purpose
Verify sufficient fuel pressure is being supplied to the
CSFI.
Tools
• Electronic Service Tool (EST) with
ServiceMaxx™ software
• NAVCoM or NAVLink Interface Kit
• ZTSE4409 – Pressure Test Kit
• ZTSE4657-4 – Fuel Pressure Test Kit
• ZTSE6059-2 – Cold Start Solenoid Test Adapter
Kit Figure 78 Pressure Test Kit connected to CSFI
1. Pressure Test Kit
Procedure 2. CSFI fuel supply line
NOTE: This test can only be run if ECT1 is below 10°C 3. Cold Start Solenoid Test Adapter Kit
(50°F), or ServiceMaxx™ software can run Cold Start 4. Fuel Pressure Test Kit
Assist procedure. 5. CSFI

1. Turn ignition switch to ON, engine OFF.

2. Connect EST to vehicle’s Diagnostic Connector. 7. Use Cold Start Solenoid Test Adaptor Kit and Fuel
Pressure Test Kit to connect Pressure Test Kit to
3. Start ServiceMaxx™ software. CSFI fuel supply line.
4. Select 2010 BB Actuator session from the 8. Monitor WAIT TO START lamp in vehicle’s
Sessions drop-down menu. dashboard. When WAIT TO START lamp begins
5. Reinstall fuel supply line to CSFS disconnected in flashing, crank engine while monitoring Fuel
previous test. Pressure Gauge.
• If pressure is below specification, verify
WARNING: To prevent personal injury or death, fuel line is not restricted. If fuel line is
wear safety glasses with side shields. not restricted, replace CSFS following
procedures in the Engine Service Manual.
WARNING: To prevent personal injury or death, • If pressure is within specification, replace
do not smoke and keep fuel away from flames and CSFI following procedures in the Engine
sparks. Service Manual.
6. Disconnect fuel supply line to CSFI.

Table of Contents

Diagnostics Form EGED-535. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

Diagnostics Form Header Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138

Required Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139

1. Initial Key ON Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
2. Visual Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Engine Oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Fuel Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Davco® Fuel Filter Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Fuel Quality Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
Engine Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Charge Air Cooler (CAC) System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Intake Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Exhaust System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
3. Electronic Service Tool (EST) Connection and Data Recording. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
4. Check for Diagnostic Trouble Codes (DTCs). . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
5. Engine Low Idle to High Idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
6. High Pressure Pump Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148
7. KOER Air Management Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148
8. Road Test (Full Load, Rated Speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149

Special Test Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150

Air Control Valve (ACV) Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
Turbocharger 2 Wastegate Control (TC2WC) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Low-pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Fuel Delivery Pressure (FDP) Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Fuel Dead Head Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155
Fuel Aeration and Restriction Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157
High-pressure Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161
High-pressure Pump Inlet Pressure Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
High-pressure Fuel Return Flow Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163
Fuel Rail Pressure (FRP) Leak Isolation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165
Blow-by Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166
Relative Compression Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168
Cylinder Cutout Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .169
Injector Replacement – New Injector Calibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170

Diagnostics Form EGED-535

Figure 79 Diagnostics Form EGED-535 (Performance)

The Performance Diagnostics Form directs results. If a problem was found and corrected, it is
technicians to systematically troubleshoot a not necessary to complete the remaining tests.
performance condition and avoid unnecessary
See appropriate section of this manual for Diagnostic
repairs.
Trouble Codes (DTCs) and engine specifications.
This Diagnostic Manual section shows detailed
Diagnostics Form EGED-535 is available in 50-sheet
instructions for the tests on the form. The manual
pads. To order technical service literature, contact
should be used with the form and referenced for
your International dealer.
supplemental test information. Use the form as a
worksheet to record test results.
Do all tests in sequence, unless otherwise stated.
Doing a test out of sequence can cause incorrect

Diagnostics Form Header Information

Required Test Procedures 1. Initial Key ON Check

Purpose
Determine if Engine Control Module (ECM) is powered
GOVERNMENT REGULATION: Engine up and if water is in fuel supply.
fluids (oil, fuel, and coolant) may be a hazard
to human health and the environment. Handle Tools
all fluids and other contaminated materials
(e.g. filters, rags) in accordance with applicable None
regulations. Recycle or dispose of engine
fluids, filters, and other contaminated materials Procedure
according to applicable regulations. 1. Turn ignition switch to ON, engine OFF. Observe
for the following:
• WAIT TO START lamp
WARNING: To prevent personal injury or death,
read all safety instructions in the “Safety Information” • WATER IN FUEL indicator (Integral Digital
section of this manual. Display)
2. Record results on Diagnostics Form.
WARNING: To prevent personal injury or
death, do not let engine fluids stay on your skin. • If WATER IN FUEL indicator stays
Clean skin and nails using hand cleaner and wash illuminated, go to Fuel Quality Check (page
with soap and water. Wash or discard clothing and 142).
rags contaminated with engine fluids.

2. Visual Inspection
WARNING: To prevent personal injury or death,
shift transmission to park or neutral, set parking brake, Purpose
and block wheels before doing diagnostic or service
procedures. Check all fluid levels and inspect engine systems for
problems (leaks, open connections, harness chafing,
etc.).
WARNING: To prevent personal injury or death,
do not smoke and keep fuel away from flames and Tools
sparks.
None
WARNING: To prevent personal injury or death,
provide proper ventilation when operating an engine in
a closed area. Inhalation of exhaust gas can be fatal.

Engine Oil • If oil level is above specification, inspect

2. Use oil level gauge (dipstick) to verify engine oil Davco® Fuel Filter Inspection
level. Visually inspect Davco® chassis-mounted fuel filter
NOTE: If oil is contaminated, oil and filter must be following the inspection table on the next page. If not
replaced. equipped with a Davco® chassis-mounted fuel filter,
continue to next test.
3. Record results on Diagnostics Form.
• If oil level is below specification, inspect for
leaks, oil consumption, or improper servicing.
Repair as necessary and fill to specification.

Fuel Level Visual Indication Possible Solution

Fuel level below top of fuel Normal – no repair necessary.
filter.

Fuel level above top of fuel Change fuel filter element.

filter.

Fuel level is to top of fuel 1. Change fuel filter element.

filter and looks to be full of
2. Run engine for a minimum of 25 minutes at idle. Do not
wax.
run at high idle.

Bubbles are seen flowing 1. Check all fittings and lines between fuel tank and chassis
within fuel. fuel filter assembly.
2. Check upper and lower connector O-rings.

Fuel level is below fuel filter 1. Check for missing grommet at lower end of filter.
housing collar.
2. Check for missing or broken spring at top of fuel filter
element.

Water is seen (noticeable 1. Inspect fuel tank(s) for water contamination.

Fuel Quality Check

Purpose
Check for poor fuel quality or for contaminants.

Tools
Clear diesel fuel container

Procedure
NOTE: Ultra-Low Sulfur Diesel (ULSD) fuel is required
for MaxxForce® 15L Diesel Engines with advanced
aftertreatment systems.

Figure 83 Fuel drain valves

1. Drain valve (Racor®)
2. Drain valve (Davco®)

1. Place clear diesel fuel container under fuel drain

valve.
Figure 82 Fuel requirements label
WARNING: To prevent personal injury or death,
do not smoke and keep fuel away from flames and
NOTE: Instrument panel WATER IN FUEL lamp
sparks.
should cycle ON, then OFF, if there is no water in fuel
system. Lamp will stay ON if water is detected. NOTE: If fuel does not flow, crank engine.
2. Open fuel drain valve to fill clear diesel fuel
container.
3. Check for water, waxing, icing, sediment,
gasoline, or kerosene by shaking fuel sample
container and letting contents settle.
• Sediments will fall to bottom of fuel sample
container.
• Gasoline and kerosene will separate from
diesel fuel.
• Waxing or icing will prevent diesel fuel from
flowing out of fuel drain valve.
• If fuel quality is questionable, repair as
necessary. Take another sample to verify
fuel quality is satisfactory.
• If fuel quality is satisfactory, continue to next
test.

Engine Coolant Level Intake Air

Figure 84 ServiceMaxx™ software startup screen – vehicle connected

4. Verify the following vehicle information matches • Engine Coolant Temperature (ECT1)
the displayed information in ServiceMaxx™
• Engine Oil Temperature (EOT)
software and record on Diagnostics Form:
6. Record the following KOEO pressure and flow
• Engine Type
sensor values on the Diagnostics Form:
• Software Identification
• Fuel Rail Pressure (FRP)
• Engine Family Rating Code (EFRC)
• TC1 Turbine Outlet Pressure (TC1TOP)
• Vehicle Identification Number (VIN)
• Fuel Delivery Pressure (FDP)
• Engine Serial Number (ESN)
• Intake Manifold Pressure (IMP)
• Total Fuel Used
• Barometric Pressure (BARO)
NOTE: The engine serial number is located on a
• DPF Differential Pressure (DPFDP)
6-inch pad on the left side of the engine block,
below the high-pressure fuel pump and just above
the oil pan.
5. Record the following Key ON, Engine OFF
(KOEO) temperature sensor values on the
Diagnostics Form:
• Air Inlet Temperature (AIT)

7. Look for sensor values that are out of 4. Check for Diagnostic Trouble Codes (DTCs)
specification. A sensor out of specification could
NOTE: 2010 model year vehicles no longer utilize
cause abnormal operating behavior, incorrect
DTC identification by number. DTCs are now
fueling, and injection timing problems.
identified using Suspect Parameter Number (SPN)
• If sensor is out of specification, go to and Failure Mode Indicator (FMI) identifiers only.
the suspect sensor in “Electronic Control These two identifiers are displayed in the DTC
Systems Diagnostics.” window.
• If sensor is within specification, continue to • SPN – Identifies the individual component causing
next step. the DTC.
8. Run Actuator Test and record the following • FMI – Identifies the fault or condition affecting the
position values at 5% and 95% duty cycles on the individual component.
Diagnostics Form:
• Pending DTCs are possible emission faults that
• Exhaust Gas Recirculation Valve Position were detected on the first drive cycle.
(EGRVP)
• Active DTCs are codes that are currently active.
• Engine Throttle Position (ETP)
• Previously active DTCs are historical codes that
9. Look for sensor values that are out of may be caused by intermittent signals or an
specification. A sensor out of specification could operating condition that is not currently present.
cause air management problems.
Purpose
• If sensor is out of specification, go to
the suspect sensor in “Electronic Control Identify DTCs.
Systems Diagnostics.”
Tools
10. Record DPF status signal value on the
Diagnostics Form. • Electronic Service Tool (EST) with
ServiceMaxx™ software
• If DPF status is “Regen needed-critical
level,” use ServiceMaxx™ software to run • NAVCoM or NAVLink Interface Kit
the Onboard Filter Cleanliness Test.
Procedure
1. Turn ignition switch to ON, engine OFF.
2. Connect EST to vehicle’s Diagnostic Connector.
3. Start ServiceMaxx™ software.
NOTE: If SPN 101 FMI 16 is present, go to Blow-by
Test (page 166) in Special Test Procedures.

5. Engine Low Idle to High Idle

Purpose
Validate engine performance throughout rpm range.
Tools
• Electronic Service Tool (EST) with
Figure 85 DTC window ServiceMaxx™ software
1. DTC column (pre-2010) • NAVCoM or NAVLink Interface Kit
2. SPN column
3. FMI column Procedure
4. Type column
1. Turn ignition switch to ON, engine OFF.
5. Freeze Frame column
6. Message column 2. Connect EST to vehicle’s Diagnostic Connector.
7. Refresh DTC/Vehicle Events button
3. Start ServiceMaxx™ software.
8. Clear DTCs button
4. Select Performance session from the Sessions
drop-down menu.
4. Record DTCs and Freeze Frame Data on
5. Monitor Accelerator Pedal Position (APP) signal
Diagnostics Form.
while pressing accelerator pedal to the floor.
5. Correct any active DTCs. See “Electronic Control
• If APP signal does not go from 0% to 99.6%,
Systems Diagnostics.”
see APP Sensor in “Electronic Control
• Investigate previously active DTCs with high Systems Diagnostics.”
counts.
• If APP signal does go from 0% to 99.6%,
NOTE: Freeze Frame Data is a snapshot of all continue to next step.
influencing signals at the time the DTC was set. This
can help diagnose hard-to-duplicate failures. Freeze
Frame Data is cleared as soon as the DTC is cleared.

• If engine does not accelerate smoothly

or feels unbalanced (not running on all
cylinders), perform Fuel Aeration and
Restriction Test (page 157), Relative
Compression Test (page 168), and Cylinder
Cutout Test (page 169) to isolate unbalanced
cylinder.
Figure 86 Performance session signals • If TC1TOP is above specification, inspect
Diesel Oxidation Catalyst (DOC) and
Pre-Diesel Oxidation Catalyst (PDOC) for
6. Monitor the following signals: face plugging.
• Fuel Delivery Pressure (FDP) • If IMP is below specification, check for:
• Engine Speed (RPM) • Charge Air Cooler (CAC) and tubing leaks
• Intake Manifold Pressure (IMP) • Intake restriction
• Turbocharger 1 Turbine Outlet Pressure • Wastegate malfunction
(TC1TOP)
• Low compression
7. Press the record button and start engine.
• Turbocharger damage
8. Allow engine to idle for 5 seconds. Push
accelerator pedal to floor and hold for 10 seconds, If IMP is within specification, perform Blow-by Test
then return to low idle. (page 166).

9. Review recording results with accelerator pedal at

99.6% and record on Diagnostics Form.
NOTE: Engine speed is determined by Engine
Control Module (ECM) calibration.
• If FDP is below specification, go to
Low-pressure Fuel System (page 154).

6. High Pressure Pump Test 7. KOER Air Management Test

NOTE: Truck air tank(s) must be full before running
Purpose
this test.
Validate performance of high-pressure fuel system.
Purpose
Tools
Verify air management valves are working correctly.
• Electronic Service Tool (EST) with
ServiceMaxx™ software Tools
• NAVCoM or NAVLink Interface Kit • Electronic Service Tool (EST) with
ServiceMaxx™ software
Procedure
• NAVCoM or NAVLink Interface Kit
NOTE: Verify there is not a problem with the
low-pressure fuel system before running this test. Procedure
NOTE: Ensure Engine Coolant Temperature 1 (ECT1) 1. Turn ignition switch to ON, engine OFF.
is at least 38°C (100°F) before performing this test.
2. Connect EST to vehicle’s Diagnostic Connector.
1. Turn ignition switch to ON, engine OFF.
3. Start ServiceMaxx™ software.
2. Connect EST to vehicle’s Diagnostic Connector.
4. Select Performance session from the Sessions
3. Start ServiceMaxx™ software. drop-down menu.
4. Start engine. 5. Start engine.
5. Select High Pressure Pump from the Sessions 6. Select 2010 BB Air Management from
drop-down menu. the Sessions drop-down menu. Begin
recording snapshot and follow instructions in
ServiceMaxx™ software.
7. Record results on Diagnostics Form.
NOTE: Record whether intake manifold pressure
increases or decreases with actuator change.
• If any DTCs were set, see “Electronic Control
Systems Diagnostics.”

Figure 87 High Pressure Pump test • If pressure does not decrease with actuator
ON, go to ACV Tests in Special Test
Procedures.
6. Record results on Diagnostics Form.
NOTE: Turbocharger 1 Wastegate Control (TC1WC)
• If high-pressure fuel pump fails this test, go to does not affect engine performance and is removed
High-pressure Fuel System Test (page 161). from postproduction engines.

8. Road Test (Full Load, Rated Speed) • Fuel Delivery Pressure (FDP)
• Engine Speed (RPM)
Purpose
• Intake Manifold Pressure (IMP)
Check for unacceptable engine performance at full
load and rated speed by means of maximum boost, • TC1 Turbine Outlet Pressure (TC1TOP)
minimum fuel pressure, and minimum Fuel Rail
7. Find an open stretch of road. Start recording.
Pressure (FRP).
When driving conditions are safe, select a suitable
Tools gear, press accelerator pedal fully to the floor, and
accelerate to rated speed at 100% load.
• Electronic Service Tool (EST) with
ServiceMaxx™ software 8. When road test is complete, stop recording.
• NAVCoM or NAVLink Interface Kit 9. Review recorded results when engine was at
100% engine load and engine speed was at
Procedure the rated speed specified in “Appendix A :
Performance Specifications.”
WARNING: To prevent personal injury or death, • If FDP is below specification, go to
read all safety instructions in the “Safety Information” Low-pressure Fuel System (page 154).
section of this manual.
• If engine does not accelerate smoothly
NOTE: If truck has progressive shift or gear down or feels unbalanced (not running on all
protection enabled, disable these features prior to cylinders), perform Fuel Aeration and
performing the road test. Restriction Tests (page 157), Relative
1. Turn ignition switch to ON, engine OFF. Compression Test (page 168), and Cylinder
Cutout Test (page 169) to isolate unbalanced
2. Connect EST to vehicle’s Diagnostic Connector. cylinder.
3. Start ServiceMaxx™ software. • If FRP is below specification, go to
4. Select Performance session from the Sessions High-pressure Fuel System Test (page 161).
drop-down menu. • If TC1TOP is above specification, inspect
5. Start engine. Pre-Diesel Oxidation Catalyst (PDOC) for
face plugging.
• If IMP is below specification, check for:
• Charge Air Cooler (CAC) and tubing leaks
• Intake restriction
• Wastegate malfunction
• Back pressure performance loss
Figure 88 Performance session signals
• Low compression
• Turbocharger damage
6. Monitor the following signals:
If IMP is within specification, perform Blow-by Test
• Fuel Rail Pressure (FRP) Desired (page 166).

Special Test Procedures

Air Control Valve (ACV) Tests

GOVERNMENT REGULATION: Engine

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

WARNING: To prevent personal injury or death,

read all safety instructions in the “Safety Information”
section of this manual. Figure 89 Actuator TC2 Wastegate Control session
Turbocharger 2 Wastegate Control (TC2WC) Test
6. Select TC2 Wastegate Control from Actuator
Purpose
drop-down menu and set to On (95% Duty
Verify TC2WC is working correctly. Cycle).
NOTE: If TC2 Wastegate Control displays a value of
Tools
100% before test is started, duty cycle must be set to
• Electronic Service Tool (EST) with Off (5% Duty Cycle) for actuator rod to move.
ServiceMaxx™ software
7. Press the Start Test button and visually monitor
• NAVCoM or NAVLink Interface Kit actuator rod movement.
• If actuator rod moves full travel, no action is
Procedure
required.
NOTE: Truck air tank(s) must be full before running
• If actuator rod does not move, continue to
this test.
next step.
1. Turn ignition switch to ON, engine OFF.
8. Remove air supply line from wastegate actuator
2. Connect EST to vehicle’s Diagnostic Connector. and repeat test.
3. Start ServiceMaxx™ software. • If air cannot be heard leaving the open air
supply line while test is running, see TC2WC
4. Select 2010 BB Actuator from Sessions
in “Electronic Control Systems Diagnostics.”
drop-down menu.
• If air can be heard leaving the open air supply
NOTE: On a cold engine, TC2 Wastegate Control
line, reinstall air supply line and continue to
defaults to open (100%), to prevent turbocharger
next step.
damage.
9. Remove actuator rod from wastegate arm
5. Check for DTCs.
following procedures in the Engine Service
• If actuator DTC is present, see “Electronic Manual. Check wastegate arm.
Control Systems Diagnostics.”
• If wastegate arm moves freely, replace
• If there are no actuator DTCs, continue to next wastegate actuator following procedures in
step. the Engine Service Manual.

• If wastegate arm does not move freely,

replace turbocharger following procedures in
the Engine Service Manual.

Fuel System

Figure 90 Fuel system

Figure 91 Fuel system with Racor® fuel filter

Figure 92 Fuel system with Davco® fuel filter

assembly (chassis-mounted)
1. High-pressure fuel pump inlet
2. High-pressure fuel rail supply
3. Fuel Pressure Control Valve (FPCV)
4. Fuel supply to Down Stream Injection (DSI) assembly
5. Fuel outlet
6. Fuel supply from tank
7. Fuel return to tank
8. Drain valve
9. Fuel filter (engine-mounted)
10. Fuel supply from chassis-mounted fuel filter
11. Low-pressure fuel pump outlet
12. Fuel primer pump assembly
13. Low-pressure fuel pump inlet
14. Fuel pump
15. High-pressure fuel pump return

Low-pressure Fuel System 3. Start engine while using Pressure Test Kit to
monitor FDP.
Fuel Delivery Pressure (FDP) Test
4. Press accelerator pedal to floor for 5 seconds,
Purpose then return to low idle.
Verify there is sufficient fuel pressure in low-pressure 5. Compare current FDP readings to FDP readings
fuel system. from the Engine Low Idle to High Idle test.
Tools • If current FDP readings do not closely
resemble previous FDP readings, go to
• Electronic Service Tool (EST) with
FDP Sensor in “Electronic Control Systems
ServiceMaxx™ software
Diagnostics.”
• NAVCoM or NAVLink Interface Kit
• If FDP stays consistent, continue to next step.
• 15-637-01 – Clean Fuel Source Tool
6. Turn engine OFF.
• ZTSE4409 – Pressure Test Kit
7. Disconnect fuel supply line at low-pressure fuel
• ZTSE4891 – Air Cap, Fuel Cap, and Plug Kit pump inlet and cap it off using Air Cap, Fuel Cap,
and Plug Kit.
• ZTSE6091 – Manual Oil Pressure Test Tool

Procedure

WARNING: To prevent personal injury or death,

wear safety glasses with side shields.

WARNING: To prevent personal injury or death,

do not smoke and keep fuel away from flames and
sparks.
CAUTION: To prevent damage to engine, plug
component connections using clean fuel system caps
immediately after each fuel line is removed.
Figure 93 Clean Fuel Source Tool connected to
NOTE: Ensure fuel lines are clear of debris before low-pressure fuel pump inlet
disconnecting fuel lines.
1. With engine OFF, remove FDP sensor and install
8. Connect Clean Fuel Source Tool to low-pressure
Manual Oil Pressure Test Tool.
fuel pump inlet.
2. Connect Pressure Test Kit to Manual Oil Pressure
Test Tool.

9. Use Clean Fuel Source Tool to prime fuel system. Fuel Dead Head Test
a. Close the ball valve on the Clean Fuel Source
Purpose
Tool fuel supply line.
Isolate fuel pump to determine if it is able to build
b. Fully squeeze the primer bulb on the Clean
proper pressure.
Fuel Source Tool. Repeat until fuel system is
primed (no air visible in clear lines of Clean Tools
Fuel Source Tool).
• Compucheck fitting – Star Products part #
c. After fuel system is primed, open ball valve on TU-32–25
Clean Fuel Source Tool fuel supply line.
• 15-637-01 – Clean Fuel Source Tool
10. Start engine while using ServiceMaxx™ software
• ZTSE4409 – Pressure Test Kit
to monitor FDP.
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
11. Press accelerator pedal to floor for 5 seconds,
then return to low idle. • ZTSE4905 – Fuel Block Off Tool
• If FDP is below specification, go to Fuel Dead
Procedure
Head Test (page 155).
1. Retain connection between Clean Fuel Source
• If FDP is within specification, go to Fuel
Tool and low-pressure fuel pump inlet from
Aeration and Restriction Tests (page 157).
previous test.

4. Use compucheck fitting to connect Pressure Test

WARNING: To prevent personal injury or death, Kit to Fuel Inlet Restriction / Aeration Tool.
wear safety glasses with side shields.
5. Connect Fuel Block Off Tool to Fuel Inlet
Restriction / Aeration Tool.
WARNING: To prevent personal injury or death,
do not smoke and keep fuel away from flames and 6. Use Clean Fuel Source Tool to prime fuel system.
sparks. a. Close the ball valve on the Clean Fuel Source
2. Disconnect fuel line from low-pressure fuel pump Tool fuel supply line.
inlet. b. Fully squeeze the primer bulb on the Clean
Fuel Source Tool. Repeat until fuel system is
primed (no air visible in clear lines of Clean
Fuel Source Tool).
c. After fuel system is primed, open ball valve on
Clean Fuel Source Tool fuel supply line.
7. Crank engine while monitoring Pressure Test Kit.
Continue monitoring until fuel pressure stabilizes
or for a maximum of 20 seconds.
• If pressure is within or above specification,
inspect engine-mounted fuel filter and
housing for defects or damage. If no defect
or damage is found, go to High-pressure Fuel
System (page 161).
Figure 94 Fuel Inlet Restriction / Aeration Tool
connected to low-pressure fuel pump outlet • If pressure is below specification, replace
fuel pump following procedures in the Engine
1. Fuel Inlet Restriction / Aeration Tool Service Manual. To prevent damage to a
2. Pressure Test Kit newly installed fuel pump, perform HP Pump
3. Fuel Block Off Tool Fuel Return Pressure Test (page 120) in
4. Compucheck fitting “Hard Start and No Start Diagnostics” any
time fuel pump is replaced.
3. Connect Fuel Inlet Restriction / Aeration Tool to NOTE: Before installing a new fuel pump, ensure new
low-pressure fuel pump outlet. fuel pump is the correct replacement part.

Fuel Aeration and Restriction Tests

Aeration Test

Figure 95 Aeration test diagram

Purpose 3. Prime fuel system to remove air from lines.

Check for fuel aeration. 4. Start engine while visually monitoring for fuel
aeration (air bubbles passing through clean line).
Tools
• If fuel is not aerated, go to Restriction Test.
• 15-637-01 – Clean Fuel Source Tool
• If fuel is aerated, continue to next step.
• ZTSE4409 – Pressure Test Kit
5. Turn engine OFF.
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool
6. Connect Clean Fuel Source Tool to
• ZTSE4906 – Fuel Line Coupler
chassis-mounted fuel filter inlet (test point
2).
Procedure
7. Prime fuel system to remove air from lines.
WARNING: To prevent personal injury or death, 8. Start engine while visually monitoring for fuel
wear safety glasses with side shields. aeration (air bubbles passing through clean line).
• If fuel is not aerated, repair open in fuel supply
WARNING: To prevent personal injury or death, line from chassis-mounted fuel filter to fuel
do not smoke and keep fuel away from flames and tank.
sparks.
• If fuel is aerated, repair open in low-pressure
1. With engine OFF, remove Clean Fuel Source Tool fuel pump supply line or chassis-mounted fuel
from low-pressure fuel pump inlet. filter.
2. Use Fuel Line Coupler to connect Fuel Inlet
Restriction / Aeration Tool between fuel supply
line to engine-mounted fuel filter and low-pressure
fuel pump outlet.

Restriction Test

Figure 96 Restriction test diagram

Purpose • If restriction is above specification and engine

is equipped with a Racor® chassis-mounted
Check for fuel supply restriction.
fuel filter, go to Restriction Test Point 2.
Tools
• If restriction is above specification and engine
• Compucheck fitting – Star Products part # is equipped with a Davco® chassis-mounted
TU-32–25 fuel filter, go to Restriction Test Point 3.
• 15-637-01 – Clean Fuel Source Tool NOTE: The Davco® chassis-mounted fuel filter has
a separate chassis-mounted primer pump assembly.
• ZTSE4409 – Pressure Test Kit
The Racor® chassis-mounted fuel filter has a primer
• ZTSE4886 – Fuel Inlet Restriction / Aeration Tool pump on top of the filter housing.
• ZTSE4906 – Fuel Line Coupler
Restriction Test Point 2
• ZTSE6124 – Fuel Outlet Fitting
1. With engine OFF, connect Clean Fuel Source
Tool to chassis-mounted fuel filter inlet.
Procedure
2. Prime fuel system to remove air from lines.
WARNING: To prevent personal injury or death, 3. Crank engine while monitoring Pressure Test
wear safety glasses with side shields. Kit vacuum gauge.
• If restriction is within specification, repair
WARNING: To prevent personal injury or death, restriction in fuel supply line between
do not smoke and keep fuel away from flames and chassis-mounted fuel filter and fuel tank.
sparks.
• If restriction is above specification, repair
1. With engine OFF, use Fuel Line Coupler to or replace chassis-mounted fuel filter and
connect Fuel Inlet Restriction / Aeration Tool to check fuel lines.
low-pressure fuel pump supply line.
2. Use Fuel Outlet Fitting to connect Fuel Inlet Restriction Test Point 3
Restriction / Aeration Tool to low-pressure fuel 1. With engine OFF, connect Clean Fuel Source
pump inlet. Tool to primer pump inlet.
3. Use compucheck fitting to connect Pressure 2. Prime fuel system to remove air from lines.
Test Kit vacuum gauge to Fuel Inlet Restriction /
Aeration Tool. 3. Start engine while monitoring vacuum gauge.

4. Prime fuel system to remove air from lines. • If restriction is within specification, go to
Restriction Test Point 2.
5. Start engine while monitoring Pressure Test Kit
vacuum gauge. • If restriction is above specification, repair
or replace primer pump and check fuel
• If restriction is within specification, go to lines. Retest with original fuel lines
High-pressure Fuel System. installed to verify condition is corrected.

High-pressure Fuel System

Figure 97 High-pressure fuel system

High-pressure Pump Inlet Pressure Test 1. Disconnect fuel supply line to Down Stream
Injection (DSI) valve assembly.
Purpose
2. Use Fuel Line Coupler to connect Fuel Inlet
Verify high-pressure fuel system is working within Restriction / Aeration Tool to DSI fuel supply line.
specification.
3. Connect Fuel Block Off Tool to Fuel Inlet
Tools Restriction / Aeration Tool.
• Compucheck fitting – Star Products part # 4. Use compucheck fitting to connect Fuel Pressure
TU-32–25 Gauge to Fuel Inlet Restriction / Aeration Tool.
• Diesel fuel container with measuring marks 5. Start engine while monitoring Fuel Pressure
Gauge.
• ZTSE4887-2 – High Pressure Return Line Tester
• If gauge pressure is within specification, go to
• Tube fitting cap - McMaster-Carr part # 5482K69
High-pressure Fuel Return Flow Test.
Procedure • If gauge pressure is below specification,
replace engine-mounted fuel filter and run
WARNING: To prevent personal injury or death, engine at high idle while monitoring Fuel Rail
engine must be OFF for at least 5 minutes before Pressure (FRP). If gauge pressure is still
doing any work on high-pressure fuel system to allow below specification, go to High-pressure Fuel
for system depressurization. Return Flow Test.

WARNING: To prevent personal injury or death,

wear safety glasses with side shields.

WARNING: To prevent personal injury or death,

do not smoke and keep fuel away from flames and
sparks.

High-pressure Fuel Return Flow Test

Purpose
Verify fuel return flow is within specifications.
Tools
• 90 degree elbow with swivel - Dixon part #
166FSV-6-6
• Clean plastic hose
• Diesel fuel container
• Tube fitting cap - McMaster-Carr part # 5482K69
• ZTSE4887-2 – High-pressure Return Line Tester Figure 98 Tube fitting cap connected to fuel return
• ZTSE6094-1 – Fuel Pressure Return Connector tube assembly
1. Tube fitting cap
Procedure 2. Fuel return tube assembly
3. Fuel Pressure Return Connector
WARNING: To prevent personal injury or death, 4. Clean plastic hose
engine must be OFF for at least 5 minutes before 5. Fuel return line
doing any work on high-pressure fuel system to allow
for system depressurization.
2. Cap off fuel return line using tube fitting cap.
WARNING: To prevent personal injury or death, 3. Connect fuel return tube assembly to Fuel
read all safety instructions in the “Safety Information” Pressure Return Connector.
section of this manual.
4. Connect clean plastic hose to Fuel Pressure
Return Connector and route into diesel fuel
WARNING: To prevent personal injury or death, container.
make sure the parking brake is set, the transmission
is in neutral or park, and the wheels are blocked when 5. Start engine and run for 1 minute while monitoring
running the engine in the service bay. fuel return from clean plastic hose.

1. Disconnect fuel return tube assembly (from • If fuel volume is above specification, go to
injectors) at left, rear side of engine. Fuel Rail Pressure (FRP) Leak Isolation.
• If fuel volume is within specification, continue
to next step.

6. Turn engine OFF.

7. Reinstall fuel return tube assembly disconnected
in step 1.
8. Remove banjo bolt that connects fuel injector
return line and fuel rail.
9. Use 90 degree elbow with swivel to connect
High-pressure Return Line Tester to fuel rail
(where banjo bolt was installed).
10. Route other end of High-pressure Return Line
Tester to diesel fuel container.
11. Start engine and monitor fuel return from test line.
• If fuel flows from High-pressure Return Line
Tester, replace FRP relief valve following
procedures in the Engine Service Manual.
• If fuel does not flow from High-pressure
Return Line Tester, replace fuel pump
following procedures in the Engine Service
Manual. To prevent damage to a newly
installed fuel pump, perform HP Pump Fuel
Return Pressure Test (page 120) in “Hard
Start and No Start Diagnostics” any time fuel
pump is replaced.
NOTE: Before installing a new fuel pump, ensure new
Figure 99 High-pressure Return Line Tester fuel pump is the correct replacement part.
connected to fuel rail

Fuel Rail Pressure (FRP) Leak Isolation

Normal fuel return flow with number of connected injectors

All 6 INJs 5 INJs 4 INJs 3 INJs 2 INJs
52 ml 47 ml 42 ml 37 ml 32 ml

Purpose
Isolate pressure loss in high-pressure fuel system.
Tools
• Diesel fuel container with measuring marks
• ZTSE4887-2 – High-pressure Return Line Tester
• ZTSE6098 – High-pressure Rail Plugs

Procedure

WARNING: To prevent personal injury or death,

engine must be OFF for at least 5 minutes before
doing any work on high-pressure fuel system to allow
for system depressurization.

WARNING: To prevent personal injury or death,

wear safety glasses with side shields. Figure 100 High Pressure Rail Plug installed on
number six injector supply port
WARNING: To prevent personal injury or death,
do not smoke and keep fuel away from flames and
sparks. 2. Disconnect number six injector fuel line and cap
off rail with High-pressure Rail Plug.
1. Retain connection between High-pressure Return
Line Tester and fuel injector return line from 3. Start engine and run at low idle for 1 minute.
previous test. 4. Start timer and begin measurement when
fuel begins to drip into diesel fuel container.
Shut engine OFF after 1 minute. Continue
measurement until fuel stops dripping.
• If fuel volume is within specification, replace
number six injector tube and high-pressure
connector body following procedures in the
Engine Service Manual. Retest volume
of fuel being returned with all six injectors
connected.
• If fuel volume is above specification, continue
to next step.

5. Disconnect number five injector fuel line and cap Blow-by Test
off fuel rail with High-pressure Rail Plug.
Purpose
6. Start engine and run at low idle for 1 minute.
Check if engine is in need of a possible overhaul or
7. Start timer and begin measurement when
repair due to cylinder or valve wear or damage. Verify
fuel begins to drip into diesel fuel container.
proper operation of turbochargers.
Shut engine OFF after 1 minute. Continue
measurement until fuel stops dripping. Tools
• If fuel volume is above specification, leave • Electronic Service Tool (EST) with
High-pressure Rail Plugs connected and ServiceMaxx™ software
continue capping off one injector supply port
• NAVCoM or NAVLink Interface Kit
at a time until excessive leak is isolated.
Replace high-pressure rail to injector tube • ZTSE4039 – Crankcase Pressure Test Tool
and high-pressure connector body on any
• ZTSE4409 – Pressure Test Kit
injector that is leaking bad enough to prevent
engine from building cranking FRP. • ZTSE4891 – Air Cap, Fuel Cap, and Plug Kit
• If fuel amount is within specification, replace • ZTSE6114 – Crankcase Pressure Test Adapter
high-pressure rail to injector tube and
high-pressure connector body following
procedures in the Engine Service Manual.

Procedure • If pressure is above specification, continue to

next step.
NOTE: Ensure engine is at normal operating
temperature of 70°C (158°F) and oil level is within 9. Turn engine OFF.
specification before performing this test.
10. If vehicle is equipped with centrifugal soot filter,
1. Turn ignition switch to ON, engine OFF. remove air line from remote-mounted centrifugal
soot filter assembly. If vehicle is not equipped with
2. Connect EST to vehicle’s Diagnostic Connector.
centrifugal soot filter, go to step 11.
3. Start ServiceMaxx™ software.
11. Cap air line using Air Cap, Fuel Cap, and Plug Kit.
4. Select Performance session from the Sessions
12. Start engine and run at high idle. Allow crankcase
drop-down menu.
pressure reading to stabilize before recording.
5. Start engine and monitor for SPN 101 FMI 16.
• If pressure is within or below specification,
• If code is previously active or active, continue repair remote-mounted soot filter.
to next step.
• If pressure is above specification, continue to
6. With engine OFF, disconnect breather inlet tube next step.
from the top of the breather filter assembly.
13. Drain vehicle air tanks until pressure is removed
from system and inspect air drain vent for oil
WARNING: To prevent personal injury or death, contamination. Disconnect discharge line from
shift transmission to park or neutral, set parking brake, air compressor and test again.
and block wheels before doing diagnostic or service
• If pressure is within or below specification,
procedures.
repair or replace leaking air compressor
7. Start engine and run at high idle. Allow crankcase following procedures in the Engine Service
pressure reading to stabilize before recording. Manual.
8. Record crankcase pressure on Diagnostics Form. • If pressure is still above specification, go
to Relative Compression Test to pinpoint
• If pressure is within specification, replace
suspect cylinder.
breather filter. Test crankcase pressure
using ServiceMaxx™ software and monitor
crankcase pressure in Performance session.
If code goes inactive and pressure is within
specification, no further repair is needed.

Relative Compression Test

Purpose
Verify all cylinders have good compression.
NOTE: This test will validate cylinder balance. If
this test finds an unbalanced cylinder, it is due to a
mechanical problem and is not an injector fault.
Figure 101 Relative Compression Test
Tools
• Electronic Service Tool (EST) with Relative Compression Test Interpretation
ServiceMaxx™ software
The Relative Compression test determines cylinder
• NAVCoM or NAVLink Interface Kit integrity. The Engine Control Module (ECM)
measures the time it takes for each piston to travel
Procedure upward during the compression stroke. Timing is
based on information from the Camshaft Position
WARNING: To prevent personal injury or death, (CMP) sensor and Crankshaft Position (CKP) sensor.
read all safety instructions in the “Safety Information” A cylinder with low compression allows the piston to
section of this manual. travel faster during the compression stroke.

NOTE: Use a battery charger when performing Test results are displayed by numerical text or
this test. It is important that cranking rpm remains graphical display. Assuming there are no mechanical
consistent throughout test. problems with the engine, the numbers or graphs
displayed should be approximately the same value or
1. Turn ignition switch to ON, engine OFF. height. A smaller number or lower-level graph would
2. Connect EST to vehicle’s Diagnostic Connector. indicate a problem with that particular cylinder.

3. Start ServiceMaxx™ software. Possible Causes

4. Select Relative Compression test. • Valve train damage
5. Follow on-screen instructions. • Valves out of adjustment
6. Record results on Diagnostics Form. • Worn or broken piston rings
• If RPM for one cylinder is significantly lower • Excessive cylinder wall wear
than the other cylinders, that cylinder is
suspect for compression loss. • Damaged piston

Cylinder Cutout Test 5. Select Cylinder Cutout Test.

6. Follow on-screen instructions.
Purpose
7. Listen to tone changes from cylinder to cylinder.
Determine cause of rough engine idle.
NOTE: This test is only meant to isolate a low
Tools contributing cylinder due to an injector or injector
circuit failure.
• Electronic Service Tool (EST) with
ServiceMaxx™ software 8. Select Performance session.
• NAVCoM or NAVLink Interface Kit

Possible Causes
• Open or shorted injector wiring
• Scuffed or failed injector
• Power cylinder problem

Procedure
NOTE: Do the following before running this test:
• Run Relative Compression Test. If Relative
Compression Test results display low balanced
Figure 102 Cylinder Cutout Test
cylinder(s), there is no need to run Cylinder
Cutout Test. Repair mechanical fault.
• Verify fuel system pressure is not below 9. Record results on Diagnostics Form.
specification and fuel is not aerated.
• If Cylinder Cutout Test does not identify a suspect
1. Turn ignition switch to ON, engine OFF. cylinder, no action is required.
2. Connect EST to vehicle’s Diagnostic Connector. • If Cylinder Cutout Test identifies a suspect
cylinder and Relative Compression Test does not,
3. Start ServiceMaxx™ software.
replace failed injector. See Injector Replacement.
4. Start engine.

Injector Replacement – New Injector Calibration 5. Start ServiceMaxx™ software.

Purpose
Calibrate ECM for newly installed injectors.
NOTE: Each injector is encrypted with an Injection
Quantity Adjustment (IQA) code that must be
programmed into the ECM anytime an injector has Figure 104 Injection Quantity Adjustment
been replaced. procedure

Tools
• Electronic Service Tool (EST) with 6. Select Injection Quantity Adjustment from
ServiceMaxx™ software Procedures drop-down menu.

• NAVCoM or NAVLink Interface Kit 7. Type in the new IQA code (stamped on the top
portion of the injector) into the proper cylinder
Injection Quantity Adjustment (IQA) Overview location.

IQA injects the correct amount of fuel for each

individual injector throughout the operating range of
the engine. Injector mechanical tolerances, high flow,
and low flow can be evenly balanced with the ECM
calibration.

Figure 103 Picture of IQA code location

Procedure Figure 105 Injection Quantity Adjustment

1. Record IQA code stamped on new injector.
2. Replace failed injector following procedures in the NOTE: When the Undo button appears, the Program
Engine Service Manual. Engine button becomes active.
3. Turn ignition switch to ON, engine OFF. 8. Press the Program Engine button.
4. Connect EST to vehicle’s Diagnostic Connector.

Table of Contents

How To Use This Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173

Diagnostic Trouble Codes (DTCs) and Subsection Diagnostics Page Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173

Engine Wiring Diagram Form EGED-525 Usage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .182

HD-OBD (Heavy Duty - Onboard Diagnostic) System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183

Diagnostic Procedure Process With Examples. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186

Circuit Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192

AAT Sensor (Ambient Air Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192
AFT System (Aftertreatment). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
AFTFD (Aftertreatment Fuel Doser). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .220
AFTFIS (Aftertreatment Fuel Inlet Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..223
AFTFP2 Sensor (Aftertreatment Fuel Pressure 2 Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227
AFTFSV (Aftertreatment Fuel Shutoff Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
AMS (Air Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . .233
APP Sensor (Accelerator Pedal Position). . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .235
CACOT Sensor (Charge Air Cooler Outlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239
CCPS (Crankcase Pressure Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .241
CCS (Cruise Control System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
CFV (Coolant Flow Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .246
CKP Sensor (Crankshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
CMP Sensor (Camshaft Position). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251
CMV (Coolant Mixer Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
CSFI (Cold Start Fuel Igniter). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255
CSFS (Cold Start Fuel Solenoid). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259
DOCIT Sensor (Diesel Oxidation Catalyst Inlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .262
DOCOT Sensor (Diesel Oxidation Catalyst Outlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265
DPFDP Sensor (Diesel Particulate Filter Differential Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .268
DPFOT Sensor (Diesel Particulate Filter Outlet Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271
ECB1 (Engine Compression Brake 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .274
ECB2 (Engine Compression Brake 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .276
ECB3 (Engine Compression Brake 3). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278
ECL Sensor (Engine Coolant Level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .280
ECM Power (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .282
ECM Power Output (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284
ECM Self-Diagnostics (Engine Control Module). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287
ECP Sensor (Engine Coolant Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .289
ECT1 Sensor (Engine Coolant Temperature 1). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .292
ECT2 Sensor (Engine Coolant Temperature 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .294
EFC (Engine Fan Control – Two Speed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296
EGRT Sensor (Exhaust Gas Recirculation Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .298
EGR Valve (Exhaust Gas Recirculation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .300
EOL Sensor (Engine Oil Level). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304

EOP Sensor (Engine Oil Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307

EOT Sensor (Engine Oil Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .309
ETV (Engine Throttle Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .311
EWPS (Engine Warning Protection System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .314
FDP Sensor (Fuel Delivery Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .318
FPCV (Fuel Pressure Control Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .321
FRP Sensor (Fuel Rail Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323
FRP System (Fuel Rail Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .325
IMP Sensor (Intake Manifold Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .328
IMT Sensor (Intake Manifold Temperature). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331
INJ Circuits (Injector). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .333
IST (Idle Shutdown Timer) System (Clean Low Idle). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340
IST (Idle Shutdown Timer) System (Federal - Optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .340
J1939 Data Link Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .341
MAF Sensor (Mass Air Flow). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .343
O2S (Oxygen Sensor). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .344
Service Interval Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . .349
Stand Alone Real Time Clock (SART). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .350
TC1TOP Sensor (Turbocharger 1 Turbine Outlet Pressure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351
TC1WC (Turbocharger 1 Wastegate Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354
TC2WC (Turbocharger 2 Wastegate Control). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .356
TC2CIS (Turbocharger 2 Compressor Inlet Sensor). . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .358
VREF (Voltage Reference). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .361
WIF Sensor (Water In Fuel). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .367

Sensor and Actuator Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .369

How To Use This Section

• New philosophy: Don’t go directly to circuit
section.
The Diagnostic Trouble Code (DTC) must direct
you to the appropriate circuits.
• DTC list directs you to the appropriate circuit
diagnostics and page numbers.

Diagnostic Trouble Codes (DTCs) and

Subsection Diagnostics Page Locations

SPN FMI Sub-section Condition Description

27 0 EGR (page 300) EGRP fault: over temperature
27 3 EGR (page 300) EGRP signal Out of Range HIGH
27 4 EGR (page 300) EGRP signal Out of Range LOW
27 7 EGR (page 300) EGRP does not agree with commanded position
51 0 ETV (page 311) ETP fault: over temperature
51 3 ETV (page 311) ETP signal Out of Range HIGH
51 4 ETV (page 311) ETP signal Out of Range LOW
51 7 ETV (page 311) ETP does not agree with commanded position
84 2 VS Vehicle speed anti-tampering fault
Refer to the Chassis Electrical Circuit Diagram Manual
91 2 APP (page 235) APP1 and APP2 signal conflict
91 3 APP (page 235) APP1 signal Out of Range HIGH
91 4 APP (page 235) APP1 signal Out of Range LOW
94 0 FDP (page 318) Fuel Delivery Pressure above maximum
94 3 FDP (page 318) FDP signal Out of Range HIGH
94 4 FDP (page 318) FDP signal Out of Range LOW
97 3 WIFL WIFL short to PWR
Refer to the Chassis Electrical Circuit Diagram Manual
97 4 WIFL WIFL short to GND
Refer to the Chassis Electrical Circuit Diagram Manual
97 5 WIFL WIFL open load/circuit
Refer to the Chassis Electrical Circuit Diagram Manual
98 3 EOL (page 304) EOL signal Out of Range HIGH
98 4 EOL (page 304) EOL signal Out of Range LOW
100 1 EWPS (page 314) Engine Oil System below Critical Pressure

SPN FMI Sub-section Condition Description

100 3 EOP (page 307) EOP signal Out of Range HIGH
100 4 EOP (page 307) EOP signal Out of Range LOW
100 11 EWPS (page 314) Engine oil pressure below dealer programmed engine
RPM value
100 17 EWPS (page 314) Low engine oil pressure, event log
100 18 EWPS (page 314) Engine Oil System below Warning Pressure
101 3 CCPS (page 241) CCP signal Out of Range HIGH
101 4 CCPS (page 241) CCP signal Out of Range LOW
101 16 CCPS (page 241) Excessive Crankcase Pressure
102 2 IMP (page 328) IMP signal does not agree with BARO
102 3 IMP (page 328) IMP signal Out of Range HIGH
102 4 IMP (page 328) IMP signal Out of Range LOW
105 3 IMT (page 331) IMT signal Out of Range HIGH
105 4 IMT (page 331) IMT signal Out of Range LOW
108 3 ECM Self (page 287) BARO signal Out of Range HIGH
108 4 ECM Self (page 287) BARO signal Out of Range LOW
109 3 ECP (page 289) ECP signal Out of Range HIGH
109 4 ECP (page 289) ECP signal Out of Range LOW
109 18 ECP (page 289) Engine coolant pressure too low
110 0 EWPS (page 314) Engine Coolant System above Critical Temperature
110 3 ECT1 (page 292) ECT1 signal Out of Range HIGH
110 4 ECT1 (page 292) ECT1 signal Out of Range LOW
110 11 EWPS (page 314) Event logger, coolant temperature hot, extreme
110 15 EWPS (page 314) Engine Coolant System above Warning temperature
111 1 EWPS (page 314) Low Engine Coolant Level
ECL (page 280)
157 0 FRPS (page 325) FRP relief valve opening fault
157 3 FRP (page 323) FRP signal Out of Range HIGH
157 4 FRP (page 323) FRP signal Out of Range LOW
157 14 FRPS (page 325) FRP Relief Valve failure, Replace Valve & Re-set
counter
158 15 ECM PWR (page 282) ECM Switched voltage too HIGH
158 17 ECM PWR (page 282) ECM Switched voltage too LOW
171 2 AAT (page 192) AAT signal does not agree with other sensors
171 3 AAT (page 192) AAT signal Out of Range HIGH (Body mounted sensor)

SPN FMI Sub-section Condition Description

171 4 AAT (page 192) AAT signal Out of Range LOW (Body mounted sensor)
175 0 EWPS (page 314) Engine Oil System above Critical Temperature
175 3 EOT (page 309) EOT signal Out of Range HIGH
175 4 EOT (page 309) EOT signal Out of Range LOW
175 11 EWPS (page 314) Oil Temperature exceeds limit by large amount
175 15 EWPS (page 314) Engine Oil System above warning temperature
190 0 EWPS (page 314) Engine Overspeed - Most Severe Level
190 11 EWPS (page 314) Engine Overspeed, event log
190 15 EWPS (page 314) Engine Overspeed detected
191 2 TOSS TOSS signal erratic, intermittent or incorrect
Refer to the Chassis Electrical Circuit Diagram Manual
191 3 TOSS TOSS signal Out of Range HIGH
Refer to the Chassis Electrical Circuit Diagram Manual
191 4 TOSS TOSS signal Out of Range LOW
Refer to the Chassis Electrical Circuit Diagram Manual
191 16 TOSS Hard wired vehicle speed reading higher than limit
Refer to the Chassis Electrical Circuit Diagram Manual
251 19 SART (page 350) ECM not detecting SART module J1939
412 3 EGRT (page 298) EGRT signal Out of Range HIGH
412 4 EGRT (page 298) EGRT signal Out of Range LOW
560 19 Transmission Transmission Driveline Engaged not detected on J1939
Refer to appropriate transmission manual
626 3 CSFS (page 259) CSFS short to PWR
626 4 CSFS (page 259) CSFS short to GND
626 5 CSFS (page 259) CSFS open load/circuit
626 11 CSFS (page 259) Cold Start Assist fault: Lack of heat in the Intake
Manifold
628 12 ECM Self (page 287) ECM Memory Error
629 8 ECM Self (page 287) Engine Off timer fault
629 12 ECM Self (page 287) ECM Internal chip Error
629 14 ECM Self (page 287) ECM Internal component overtemperature
633 3 FPCV (page 321) FPCV short to PWR
633 4 FPCV (page 321) FPCV short to GND
633 5 FPCV (page 321) FPCV open load/circuit
636 2 CMP (page 251) CMP and CKP Synchronization Error

SPN FMI Sub-section Condition Description

636 8 CMP (page 251) CMP signal noise
636 10 CMP (page 251) CMP signal missing
637 8 CKP (page 249) CKP signal noise
637 10 CKP (page 249) CKP signal inactive
639 14 J1939 (page 341) J1939 Data Link Error (ECM unable to transmit)
639 19 J1939 (page 341) J1939 Data Link Error (ECM unable to transmit or
receive)
647 3 EFC (page 296) EFC short to PWR
647 4 EFC (page 296) EFC short to GND
647 5 EFC (page 296) EFC open load/circuit
651 4 INJ (page 333) INJ 1 short circuit
651 5 INJ (page 333) INJ 1 open circuit
651 13 INJ (page 333) Injector 1 programmable parameter error
652 4 INJ (page 333) Injector 2 short circuit
652 5 INJ (page 333) Injector 2 open circuit
652 13 INJ (page 333) Injector 2 programmable parameter error
653 4 INJ (page 333) Injector 3 short circuit
653 5 INJ (page 333) Injector 3 open circuit
653 13 INJ (page 333) Injector 3 programmable parameter error
654 4 INJ (page 333) Injector 4 short circuit
654 5 INJ (page 333) Injector 4 open circuit
654 13 INJ (page 333) Injector 4 programmable parameter error
655 4 INJ (page 333) Injector 5 short circuit
655 5 INJ (page 333) Injector 5 open circuit
655 13 INJ (page 333) Injector 5 programmable parameter error
656 4 INJ (page 333) Injector 6 short circuit
656 5 INJ (page 333) Injector 6 open circuit
656 13 INJ (page 333) Injector 6 programmable parameter error
724 2 O2S (page 344) O2S Slow response detected fueling to non-fueling
724 3 O2S (page 344) O2S Circuit Fault: Open or short to PWR
724 4 O2S (page 344) O2S Circuit Fault: Short to GND
724 5 O2S (page 344) O2S Circuit Fault: Open circuit
724 20 O2S (page 344) O2S adaptation above maximum limit
724 21 O2S (page 344) O2S adaptation below minimum limit

SPN FMI Sub-section Condition Description

837 14 SPEEDO Speedometer Drive Output Error
Refer to the Chassis Electrical Circuit Diagram Manual
974 3 RAPP Remote APP signal Out of Range HIGH
Refer to the Chassis Electrical Circuit Diagram Manual
974 4 RAPP Remote APP signal Out of Range LOW
Refer to the Chassis Electrical Circuit Diagram Manual
1072 3 ECB1 (page 274) ECB1 Control short to PWR
1072 4 ECB1 (page 274) ECB1 Control short to GND
1072 5 ECB1 (page 274) ECB1 Control open load/circuit
1073 3 ECB2 (page 276) ECB2 Control short to PWR
1073 4 ECB2 (page 276) ECB2 Control short to GND
1073 5 ECB2 (page 276) ECB2 Control open load/circuit
1081 3 WTSL WTSL short to PWR
Refer to the Chassis Electrical Circuit Diagram Manual
1081 4 WTSL WTSL short to GND
Refer to the Chassis Electrical Circuit Diagram Manual
1081 5 WTSL WTSL open load/circuit
Refer to the Chassis Electrical Circuit Diagram Manual
1110 31 EWPS (page 314) ECM detects fueling without driver demand
1135 3 EOL (page 304) EOT2 signal Out of Range HIGH
1135 4 EOL (page 304) EOT2 signal Out of Range LOW
1177 3 TC2CIS (page 358) TC2CIP signal Out of Range HIGH
1177 4 TC2CIS (page 358) TC2CIP signal Out of Range LOW
1188 3 TC1WC (page 354) TC1WC short to PWR
1188 4 TC1WC (page 354) TC1WC short to GND
1189 3 TC2WC (page 356) TC2WC short to PWR
1189 4 TC2WC (page 356) TC2WC short to GND
1189 5 TC2WC (page 356) TC2WC open load/circuit
1213 3 MIL MIL circuit short to PWR
Refer to the Chassis Electrical Circuit Diagram Manual
1213 4 MIL MIL circuit short to GND
Refer to the Chassis Electrical Circuit Diagram Manual
1213 5 MIL MIL open load/circuit
Refer to the Chassis Electrical Circuit Diagram Manual

SPN FMI Sub-section Condition Description

1378 31 Service (page 349) Change Engine Oil Service Interval
1590 19 ACC Adaptive Cruise Control not detected on J1939
Refer to the Chassis Electrical Circuit Diagram Manual
2588 0 EWPS (page 314) Vehicle overspeed 1, event log, extreme
2588 15 EWPS (page 314) Vehicle overspeed 1, event log, non-extreme
2589 0 EWPS (page 314) Vehicle overspeed 2, event log, extreme
2589 15 EWPS (page 314) Vehicle overspeed 2, event log, non-extreme
2623 3 APP (page 235) APP2 signal Out of Range HIGH
2623 4 APP (page 235) APP2 signal Out of Range LOW
2630 3 CACOT (page 239) CACOT signal Out of Range HIGH
2630 4 CACOT (page 239) CACOT signal Out of Range LOW
2659 20 AMS (page 233) EGR High Flow Rate detected
2659 21 AMS (page 233) EGR Low Flow Rate detected
2791 3 EGR (page 300) EGRC short to PWR
2791 5 EGR (page 300) EGRC open load/circuit
2791 8 EGR (page 300) EGR valve not receiving ECM PWM signal
2797 11 INJ (page 333) Injector Control Group 1 short circuit (INJ 1, 3, 5)
2798 11 INJ (page 333) Injector Control Group 2 short circuit (INJ 2, 4, 6)
3055 0 FRPS (page 325) FRP exceeded maximum
3055 15 FRPS (page 325) FRP below minimum with maximum command
3055 17 FRPS (page 325) FRP above maximum with minimum command
3223 0 O2S (page 344) O2S heater temperature above maximum
3223 1 O2S (page 344) O2S heater temperature below minimum
3223 3 O2S (page 344) O2S heater short to PWR
3223 4 O2S (page 344) O2S heater short to GND
3223 5 O2S (page 344) O2S heater open load/circuit
3223 17 O2S (page 344) O2S heater temperature below minimum at low battery
PWR
3246 2 DPFOT (page 271) DPFOT signal does not agree with other exhaust
sensors
3246 3 DPFOT (page 271) DPFOT signal Out of Range HIGH
3246 4 DPFOT (page 271) DPFOT signal Out of Range LOW
3251 0 AFT System (page 195) DPFDP excessively HIGH (Plugged filter)
3251 2 DPFDP (page 268) DPFDP above or below desired level
3251 3 DPFDP (page 268) DPFDP signal Out of Range HIGH

SPN FMI Sub-section Condition Description

3251 4 DPFDP (page 268) DPFDP signal Out of Range LOW
3251 14 AFT System (page 195) DPFDP sensor pressure hoses reversed
3251 21 AFT System (page 195) DPFDP excessively LOW (Sensor/circuit fault or
missing DPF)
3464 3 ETV (page 311) ETC short to PWR
3464 5 ETV (page 311) ETC open load/circuit
3464 8 ETV (page 311) ETC not receiving command from ECM
3471 1 AFT System (page 195) Fuel Pressure 1 below desired (Low System Pressure)
3471 7 AFT System (page 195) Fuel doser valve not responding as expected
3479 3 AFTFD (page 220) AFT Fuel Doser Valve short to PWR
3479 5 AFTFD (page 220) AFT Fuel Doser Valve open/load circuit
3479 6 AFTFD (page 220) AFT Fuel Doser Valve High Side Short circuit
3480 0 AFT System (page 195) AFTFP1 too high while dosing
3480 1 AFT System (page 195) AFTFP1 too low while dosing
3480 2 AFTFIS (page 223) AFTFP1 pressure sensor plausibility error
3480 3 AFTFIS (page 223) AFTFP1 signal Out of Range HIGH
3480 4 AFTFIS (page 223) AFTFP1 signal Out of Range LOW
3481 7 AFT System (page 195) Incorrect dosing pressure, multiple events
3482 3 AFTFSV (page 230) AFT Fuel Shutoff Valve short to PWR
3482 4 AFTFSV (page 230) AFT Fuel Shutoff Valve short to GND
3509 14 VREF (page 361) VREF1 voltage deviation ECM pins: C1-36 and E1-65
3510 14 VREF (page 361) VREF2 voltage deviation ECM pins: E1-85 and E1-86
3511 14 VREF (page 361) VREF3 voltage deviation ECM pins: E1-89 and E1-90
3512 14 VREF (page 361) VREF4 voltage deviation ECM pins: C1-37, C1-43.
C1-49, C2-08, E1-58 and E1-91
3513 14 VREF (page 361) VREF5 voltage deviation ECM pins: C1-50, E1-80,
E1-81, E1-82, E1-84 and E1-93
3514 14 VREF (page 361) VREF6 voltage deviation ECM pin: E1-88
3556 0 AFT System (page 195) AFT fuel pressure 2 excessively high (Restricted
injection)
3556 1 AFT System (page 195) AFT fuel pressure 2 below desired (Possible system
leak)
3556 7 AFT System (page 195) AFT fuel injector not responding as expected
3597 4 ECM PWR Output (page ECM Power Output 1 below normal ECM Pins: C1-31,
284) C1-33, C1-54, C2-51, E1-01 and E1-51
3598 4 ECM PWR Output (page ECM Power Output 2 below normal ECM Pins: C1-42,
284) C2-06, E1-05, E1-28, E1-29 and E1-54

SPN FMI Sub-section Condition Description

3599 4 ECM PWR Output (page ECM Power Output 3 below normal ECM Pins: C1-30,
284) C2-03, E1-24, E1-26 and E1-27
3719 0 AFT System (page 195) DPF Soot Load - Highest (level 3/3)
3719 15 AFT System (page 195) DPF Soot Load - Lowest (level 1/3)
3719 16 AFT System (page 195) DPF Soot Load - Moderate (level 2/3)
3720 0 AFT System (page 195) DPF Ash load at maximum limit (Remove DPF for
cleaning)
4076 0 EWPS (page 314) ECT2 above Critical (EWPS programmable limit)
4076 3 ECT2 (page 294) ECT2 signal Out of Range HIGH
4076 4 ECT2 (page 294) ECT2 signal Out of Range LOW
4076 15 EWPS (page 314) ECT2 above Warning (EWPS programmable limit)
4077 0 AFT System (page 195) AFTFP2 too high while dosing
4077 1 AFT System (page 195) AFTFP2 too low while dosing
4077 3 AFTFP2 (page 227) AFTFP2 signal out of Range HIGH
4077 4 AFTFP2 (page 227) AFTFP2 signal out of Range LOW
4077 14 AFTFP2 (page 227) A/T downstream pressure sensor plausibility error
4765 2 DOCIT (page 262) DOCIT signal does not agree with other exhaust
sensors
4765 3 DOCIT (page 262) DOCIT signal Out of Range HIGH
4765 4 DOCIT (page 262) DOCIT signal Out of Range LOW
4766 2 DOCOT (page 265) DOCOT signal does not agree with other exhaust
sensors
4766 3 DOCOT (page 265) DOCOT signal Out of Range HIGH
4766 4 DOCOT (page 265) DOCOT signal Out of Range LOW
5456 3 AFTFIS (page 223) AFTFT signal Out of Range HIGH
5456 4 AFTFIS (page 223) AFTFT signal Out of Range LOW
5541 2 TC1TOP (page 351) TC1TOP does not agree with other sensors
5541 3 TC1TOP (page 351) TC1TOP signal Out of Range HIGH
5541 4 TC1TOP (page 351) TC1TOP signal Out of Range LOW
5546 3 CMV (page 253) CMV short to PWR
5546 4 CMV (page 253) CMV short to GND
5546 5 CMV (page 253) CMV open load/circuit
5547 3 CFV (page 246) CFV short to PWR
5547 4 CFV (page 246) CFV short to GND
5548 3 CSFI (page 255) CSFI short to PWR
5548 4 CSFI (page 255) CSFI short to GND

SPN FMI Sub-section Condition Description

5548 5 CSFI (page 255) Cold Start Relay or control circuit fault
5548 7 CSFI (page 255) Cold Start Igniter or high power side circuit fault

Engine Wiring Diagram Form EGED-525

Usage

Engine Wiring Diagram Form

Figure 106 Engine Wiring Diagram Form (front side)

Engine Wiring Diagram Form EGED-525 assists vehicle circuits, circuit numbers, or connector and fuse
technicians in troubleshooting MaxxForce® diesel locations, see truck Chassis Electrical Circuit Diagram
engines. Diagnostic schematics and signal values Manual and Electrical System Troubleshooting Guide.
help technicians find problems to avoid unnecessary Signal values can be found in Appendix B: Signal
repairs. Values.
The Engine Wiring Diagram Form consists of a Engine Wiring Diagram Form EGED-525 is available
circuit diagram for electrical components mounted on in 50 sheet pads. To order technical service literature,
the engine and vehicle. For a detailed description of contact your International dealer.

HD-OBD (Heavy Duty - Onboard Diagnostic) Pending Faults – Pending faults are possible faults
System Description that were detected on the first drive cycle and do not
turn on the Malfunction Indicator Lamp (MIL). Only a
HD-OBD System HD-OBD fault can be set as pending.
The HD-OBD System is comprised mainly of software Active Faults – Active faults are HD-OBD faults that
designed into the engine’s onboard computer to detect were detected in the second drive cycle and are
emission control system malfunctions as they occur, currently active.
by monitoring virtually every component and system
that can cause an increase in emissions. Previously Active Faults – Previously active faults are
historical faults that were detected in a previous drive
Diagnostic Trouble Codes (DTCs) cycle, but are not currently present.
Healing Faults – Healing faults are faults that can
deactivate the MIL if the monitoring system does not
detect any malfunctions, related or independent, that
would activate the MIL for three consecutive drive
cycles.
Permanent Faults – Permanent faults are historic
faults and should not be treated as a current problem
Figure 107 DTC window in ServiceMaxx™ Software with the control system. When an active HD-OBD
fault is set, a permanent fault is also set. (Up to four
1. DTC column (pre–2010) permanent fault codes can be stored at one time.) A
2. SPN column permanent fault cannot be cleared with the Electronic
3. FMI column Service Tool (EST) alone. There are only three ways
4. Type column to clear permanent faults:
5. Freeze Frame column
6. Message column • The monitor that set the DTC must execute and
7. Refresh DTC/Vehicle Events button pass on three consecutive drive cycles.
8. Clear DTCs button • The active DTCs are cleared with an Electronic
Service Tool (EST). The monitor that set the DTC
must execute the minimum number of times that
DTC Faults are needed to set the fault and pass each time.
NOTE: 2010 MaxxForce® engines are now complying • Engine Control Module (ECM) calibration update.
with Society of Automotive Engineers (SAE) naming
conventions. Many components will have different Freeze Frame
names than the 2008-2009 MaxxForce® 11 and 13 Freeze Frame data provides a snapshot or record of
engines. the conditions of the engine control system at the time
Suspect Parameter Number (SPN) – SPN identifies the fault code was set. This can be helpful information
the individual component causing the DTC. when trying to duplicate the conditions that the code
was set at. Freeze Frame Data is cleared as soon as
Failure Mode Indicator (FMI) – FMI identifies the fault the DTC is cleared.
or condition affecting the individual component.

Clearing DTCs Readiness Monitors

DTCs can be cleared by pressing the Clear DTCs Readiness indicates the status of the HD-OBD
button with the ignition Key ON, Engine OFF (KOEO). monitors, whether they can be run on this drive cycle
DTCs cannot be cleared with the engine running. and whether they have been run. It is not related
Cycle the ignition key to verify DTCs have been to whether a fault is pending, active, or previously
cleared from the ECM. active.
HD-OBD Fault Detection Readiness is required to assist in HD-OBD
inspections. To pass inspection, all monitors must
The HD-OBD system monitors the control system
have a “Run Status” and no codes can be present.
much like a non-OBD system, but with much tighter
tolerances. HD-OBD allows two occurrences of a All monitors will run at some point during normal
fault before the MIL is turned on. This provides operation of the vehicle. However, to satisfy all the
more confidence that the fault really exists. If a different trip monitors, the vehicle must be driven
fault condition is detected, a pending fault is set under a variety of conditions.
with Freeze Frame data and will remain pending
ServiceMaxx™ HD-OBD Monitor Session
through the rest of the drive cycle. If the fault occurs
again before the end of the next drive cycle, then it HD-OBD monitors can be viewed using
becomes an active fault, and the MIL is illuminated ServiceMaxx™ software with the HD-OBD
with updated Freeze Frame data. If the fault does not Monitor session file.
occur again before the end of the next drive cycle,
Readiness Report Tab
then the pending fault is cleared along with the Freeze
Frame data, and the MIL is not illuminated. This tab displays the results from the last execution of
HD-OBD monitors. The results include the minimum
Not all faults require two occurrences to become
and maximum allowed value (if applicable) and the
active. Most sensor and actuator circuit faults will
actual test result value. If the test result is within the
skip the pending status and make the fault active on
minimum and maximum allowed value, the monitor
the first occurrence.
passed successfully and no failure was detected.
After faults become active, the monitor will continue
This information can be used by a technician to check
to check the fault condition. If the fault test continues
the test results after repairs were performed.
to fail, it will be reported as active. If the fault test
passes, it will start the process of clearing the fault.
After three consecutive drive cycles, where the fault
condition is tested and passed, the MIL lamp will turn
off, the code will go previously active for the next 40
warm-up cycles, and the MIL is not illuminated. After
those warm-up cycles, the code is cleared without
using the Electronic Service Tool (EST).

Diagnostic Readiness Tab Not-To-Exceed Operation Status Tab

This Tab displays general information about the state This tab displays information about whether the
of the HD-OBD system. This includes: engine is operating in a geographical region to
control NOx and particulate matter emissions that
• The number of active and previously active DTCs.
cannot exceed specified limits. For both NOx and
• The HD-OBD compliance level of the system. particulate matter emissions, the information includes
whether or not the engine is operating in the defined
• The status of groups of HD-OBD monitors:
not-to-exceed area, whether or not the engine is
whether or not the monitors in each group
operating in an area of limited not-to-exceed testing
are supported on this vehicle, whether or not
(the carve-out area), and whether or not the engine is
the monitors in each group have finished, and
operating in an area where a not-to-exceed deficiency
whether or not a condition has occurred that
has been received.
would prevent the execution of the monitors in
each group on the current drive cycle. Calibration Identification Tab
After faults have been cleared, the technician could This tab displays information about the calibration in
use this information to find out if monitors have been the ECM. This information includes the calibration
run or not. identifier and a verification number that is computed
for each calibration.

Diagnostic Procedure Process With Sensors can be diagnosed quickly using an Electronic
Examples Service Tool (EST) with ServiceMaxx™ software. The
tool monitors sensor signals back to the ECM while
Description testing the sensor’s harness connection. Start this
The test procedures in this section are based on the procedure with Sensor End Diagnostics.
assumption there is a Diagnostic Trouble Code (DTC) Actuators can be diagnosed using ServiceMaxx™
or problem with the component being tested. software to command Output State test (high or low)
When a DTC is detected, select the appropriate SPN, while measuring voltage at the actuator’s harness
FMI, and sub-section page number from the DTC list connection.
to locate a specific component or circuit to be tested. Diagnostics without EST
Do checks in sequence unless directed otherwise. If Sensors can also be diagnosed using only a Digital
a test point is out of specification, the comment area Multimeter (DMM). Start this test procedure with
will direct the technician to the possible cause or to Pinpoint Diagnostics.
another test point. It is not necessary to complete all
the test points, unless additional assistance is needed “Example” Sensor Circuit Diagnostics – Using
to pinpoint the fault. ServiceMaxx™ software

Pin-grip Inspection Circuit faults can quickly be diagnosed using the

Electronic Service Tool (EST) while monitoring
voltage the ECM is receiving from a sensor.

Continuous Monitor Test

Sensor circuit faults, such as OPEN and shorts,
will display as ERROR on the EST. By running the
Continuous Monitor Test, signals will display actual
voltage the ECM is receiving.
NOTE: Sensors go out of range HIGH (5 V) when
disconnected.
1. Run the Continuous Monitor Test.
2. Disconnect sensor. The IMP signal shown on
the EST should display 5 V, unless shorted to
ground.
Figure 108 Pin grip check 3. Measure VREF with Digital Multimeter
(DMM). Reading should be 5 V, unless
OPEN or shorted to power or ground.
1. Disconnect the harness connector from the
4. Measure voltage between VREF and SIG
sensor or actuator.
GND with DMM. Reading should be 5 V,
2. Inspect for corrosion, bent pins, spread pins, unless SIG GND circuit is open.
or conditions that could cause a loose or
5. Jump SIG GND circuit to IMP signal circuit
intermittent connection.
(pin 1 to 3). The IMP signal shown on the EST
3. Check the pin grip in the female pin by should display 0 V, unless IMP signal circuit
inserting the correct tool from Terminal Test is OPEN.
Kit.
6. If all circuits are within specification, the
Diagnostics with EST sensor is at fault.

Figure 109 “Example” IMP sensor circuit diagram

Pinpoint Diagnostics (without ServiceMaxx™

software)
1. Connect breakout harness to the engine harness.
Leave sensor disconnected.
2. Turn ignition switch ON, engine OFF.
3. Use a DMM to measure voltage on each circuit to
engine ground.

Example
Test Point Specifications Comment – < Less than, > Greater than
C to GND 5.0 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. do Harness Resistance
Check.

• If the circuit is not within specification, the • If the circuit is within specification, continue to the
comment area will list possible cause or direct next test point.
the technician to the next test point. Do Harness
Resistance Check if additional assistance is
needed in diagnosing fault.

Actuator Operational Voltage Check – Output State

Test
This test will allow the technician to take voltage
measurements on actuators commanded high or low.
1. Disconnect actuator. Inspect connector for
damaged pins. Repair as necessary.
2. Connect breakout harness between engine
harness and actuator.
3. Connect the EST to the Diagnostic Connector.
4. Turn ignition switch ON, engine OFF.
5. Start ServiceMaxx™software.
6. Open the Output State session. This session
allows the technician to monitor the state of all engine
actuators.
7. Run the Output State test (high or low) or Glow Plug
/ IAH test.
8. Use a DMM to measure voltage on each circuit to
engine ground.

Example
Test Point Test Specifications Comment – < Less than, > Greater than
A to GND Key ON, Engine B+ If < B+, check for OPEN circuit.
OFF (KOEO)
B to GND KOEO B+ If < B+, check actuator coil for OPEN.
B to GND Output State HIGH B+ If < B+, check actuator control circuit for short to
GND.
B to GND Output State LOW 7.5 V If > 7.5 V, check actuator control circuit for OPEN or
short to PWR or failed across coil.

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

Harness Resistance Check

Complete Sensor End Diagnostics or Pinpoint
Diagnostics tests before using this procedure.
Resistance cannot be measured on a circuit if
voltage is present. Isolate circuit from voltage before
continuing.
1. Turn ignition switch to OFF or disconnect batteries.
2. Connect 180-Pin Breakout Box and breakout
harness to vehicle or engine harness. Leave ECM
and sensor or actuator disconnected.
3. Use a DMM to measure resistance on each circuit
from point to point, and then to engine ground.

WARNING: To prevent personal injury or death,

always disconnect main negative battery cable first.
Always connect the main negative battery cable last.

Example
Test Point Specifications Comment – < Less than, > Greater than
E-66 to 2 <5Ω If > 5 Ω, check EOT control circuit for OPEN.
E-66 to GND > 1k Ω If < 1k Ω, check EOT control circuit for short to GND.

• If the circuit is not within specification, the • If the circuit is within specification, continue to the
comment area will list possible circuit faults. next test point.

Operational Voltage Check

This test shows what a normal sensor or actuator
should read at certain operating conditions. This test
is helpful in diagnosing in-range faults or intermittent
problems.
1. Connect 180-Pin Breakout Box or breakout
harness between ECM and the component being
tested.
2. Turn ignition switch to ON.
3. Open Continuous Monitor session or Output State
test session (dependent upon what is being tested)
using the ServiceMaxx™ software.
4. Run the Continuous Monitor Test.
5. Verify actual sensor or actuator readings are within
specification.

Example
Test Point Condition DMM Signal Value
APP Foot off pedal 0.64 V ± 0.5 V 0%
A to GND or Pedal to floor 3.85 V ± 0.5 V 102%
C-48 to GND
APP2 Foot off pedal 0V 0V
D to GND or Pedal to floor B+ B+
C-33 to GND

Circuit Diagnostics
AAT Sensor (Ambient Air Temperature)

SPN FMI Condition Possible Causes

171 2 AAT signal does not agree with other • Biased AAT sensor or circuit
sensors
171 3 AAT signal Out of Range HIGH (Body • AAT signal circuit OPEN or short to PWR
mounted sensor)
• SIG GND circuit OPEN
• Failed AAT sensor
171 4 AAT signal Out of Range LOW (Body • AAT signal circuit short to GND
mounted sensor)
• Failed AAT sensor

Figure 111 AAT circuit diagram

Tools • Breakout Harness 4484 (AAT)

• 1180-N4-0X0 – 180-Pin Breakout Box • Digital Multimeter (DMM)
• ZTSE4498 – 3-Banana Plug Harness • Electronic Service Tool (EST) with
ServiceMaxx™ software
• ZTSE4497 – 500 Ohm Resistor Harness
• NAVCoM or NAVLink Interface Kit
• ZTSE4899 – Big Bore Terminal Test Probe Kit

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
Monitor Test.
2. Monitor sensor voltage and verify an active
DTC for this sensor.
• If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will be active.
• If DTC is active, continue to Cold Soak
Sensor Compare Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

SPN 171 FMI 2 – AAT signal does not agree with other sensors
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 4 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare AAT and Air Intake Temperature (AIT). Sensor temperatures should be within 5°C
(10°F) of each other.
• If AAT is 5°C (10°F) above or below AIT, check for poor circuitry going to the AAT sensor.
• If circuits are within specification, replace AAT sensor.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4484 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specifications Comment– < Less than, > Greater than
EST – Monitor AATv 5V If <4.5 V, check AAT signal circuit for short to GND.
EST – Monitor AATv 0V If > 0.25 V, check AAT signal circuit for OPEN. Do
Harness Resistance Check (page 194).
Short pin 1 to GND
EST – Monitor AATv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 194).
Short pin 1 to 2
EST – Monitor AATv 0 V to 1 V If > 1.0 V , check AAT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace AAT
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Disconnect sensor. Turn ignition switch to ON. Use DMM to measure voltage.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND 4.5 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 194).
2 to B+ B+ If < B+, check for short to PWR.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4484. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-42 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to C2-43 <5Ω If > 5 Ω, check for OPEN circuit.

AFT System (Aftertreatment)

SPN FMI Condition Possible Causes

3251 0 DPFDP excessively HIGH (Plugged filter) • Biased DPFDP sensor or circuit
• Plugged DPF
• DPFDP sensor hose (before filter) restricted
3251 14 DPFDP sensor pressure hoses reversed • DPFDP sensor pressure hoses reversed
• DPFDP sensor hose (before filter) restricted
3251 21 DPFDP excessively LOW (Sensor/circuit • Biased DPFDP sensor or circuit
fault or missing DPF)
• DPFDP sensor pressure hoses reversed
• DPFDP sensor hose (before filter) leaking or
disconnected
3471 1 Fuel Pressure 1 below desired (Low • AFTFD failure. Blocked, stuck open or closed
system pressure)
• Leak in AFTFD fuel supply line
• Failed AFT Fuel Pressure 1 sensor
• AFTFSV stuck closed or blocked
3471 7 Fuel Doser Valve not responding as • AFTFD failure. Blocked, stuck open or closed.
expected
• Stuck Hydrocarbon Injector or AFTFSV
• Biased AFT Fuel Pressure 2 signal
3480 0 AFTFP1 too high while dosing • Fuel Delivery Pressure (FDP) above maximum
• Restricted fuel return line between filter housing
and fuel tank
3480 1 AFTFP1 too low while dosing • Fuel Delivery Pressure (DPF) below minimum
• Dirty fuel filter
• Stuck closed AFT Shutoff valve
• Fuel Leak in DSI System
3481 7 Incorrect dosing pressure, multiple events • Fuel Delivery Pressure (DPF) above maximum
• Restricted fuel return line between filter housing
and fuel tank
3556 0 AFT Fuel Pressure 2 excessively high • Failed AFTFSV
(Restricted injection)
3556 1 AFT Fuel Pressure 2 below desired • AFTFD stuck open
(Possible system leak)
• Failed AFTFSV

3556 7 AFT Fuel Injector not responding as • DSI failed system validation cycle
expected
• Biased AFTFP1 sensor or circuit
• Biased AFTFP2 sensor or circuit
• Failed AFTFD or circuit
• Failed AFTFSV or circuit
• Hydrocarbon injector assembly failure
(plugged)
3719 0 DPF Soot Load - Highest (level 3/3) • Level 3 DPF plugged
• Remove DPF for servicing
3719 15 DPF Soot Load - Lowest (level 1/3) • Level 1 DPF Regen required
3719 16 DPF Soot Load - Moderate (level 2/3) • Level 2 DPF Regen required
3720 0 DPF Ash load at maximum limit (Remove • Replace DPF and reset DPF replacement
DPF for cleaning) counter
4077 0 AFTFP2 too high while dosing • AFT Fuel Doser (stuck closed)
• Hydrocarbon Injector (plugged)
4077 1 AFTFP2 too low while dosing • Fuel leak between Fuel Doser and Hydrocarbon
Injector
• AFT Fuel Shutoff valve stuck closed

Figure 112 Function diagram for AFT System

The function diagram for the AFT System includes the Diesel Particulate Filter (DPF)
following:
DOC Inlet Temperature (DOCIT) sensor
Engine Control Module (ECM)
with Barometric Pressure (BARO) internal sensor DOC Outlet Temperature (DOCOT) sensor

Multiplex System Module (MSM) body module DPF Differential Pressure (DPFDP) sensor

Accelerator Pedal Position (APP) sensor DPF Outlet Temperature (DPFOT) sensor

Park Brake Fuel Injectors (INJs)

Vehicle Speed Sensor (VSS) Exhaust Gas Recirculation (EGR)

Driveline Disconnect Switch (DDS) Engine Throttle Valve (ETV)

Power Take Off Switch (PTO) Warning Indicators

Diesel Oxidation Catalyst (DOC) Down Stream Injection (DSI) unit

The purpose of the Aftertreatment (AFT) System (ETV) to increase the heat going into the exhaust
is to catalyze carbon monoxide (CO), Oxides of system. The Inlet Air Heater (IAH) will also cycle on
Nitrogen (NOx), and Hydrocarbons (HC). The Diesel and off, not just to increase the Air Inlet Temperature
Particulate Filter (DPF) will capture soot and other (AIT), but to add extra load on the engine.
particulates exiting the exhaust pipe. Typically a good
The health of the system and the Regen processes
running engine will have 99% soot to 1% ash.
are monitored by the DOC Inlet Temperature
The soot is captured by the Diesel Particulate Filter (DOCIT), DOC Outlet Temperature (DOCOT),
(DPF). Although the Diesel Oxidation Catalyst (DOC) DPF Outlet Temperature (DPFOT) and the Diesel
should not require regular maintenance, the DPF does Particulate Filter Differential Pressure (DPFDP)
require off-board cleaning to remove the ash from the sensor. The DPFDP measures the pressure
DPF. difference across the DPF. The temperature sensors
measure the temperature differences across the DOC
The soot is converted to carbon dioxide by a process
and DPF.
of regeneration (Regen). The temperature at the face
of the DPF is raised to approximately 538°C (1000°F), The DPF and or the DOC may fail or plug prematurely
for a period of time, depending on the amount of soot for a number of reasons. It is important to pinpoint
that accumulated within the DPF. Regen time is the root cause and repair the failure before replacing
calculated by the Engine Gas Differential Pressure the DOC or DPF. Failure to do so could result in
(DPFDP) feedback. destroying a newly replaced component.
The Regen may take place as the vehicle is in NOTE: Any time the DPF is replaced or removed
operation under a steady state heavy engine loading for cleaning, record DPF serial number and use
condition, or by forcing a Stationary Regen process. ServiceMaxx™ software to run the Diesel Particulate
Filter Servicing procedure. Follow on-screen
During a Stationary Regen, the engine speed is
instructions. See DPF Servicing (page 66) in
increased, while the Engine Control Module (ECM)
"Diagnostic Software Operation" for additional
controls the engine systems; Post-Injection, Exhaust
information.
Gas Recirculation (EGR), and Engine Throttle Valve

SPN 3251 FMI 0 – DPFDP excessively HIGH (Plugged filter)

Pinpoint AFT System Fault
1. Key On, Engine Off, check for biased DPFDP sensor. See Key-On Engine-Off in “Appendix A:
Performance Specifications."
• If sensor is not within specification, go to DPFDP Sensor Circuit Check (page 270).
2. Check DPFDP sensor hoses for correct routing or for restriction.
• If sensor hoses are reversed or plugged, repair condition.
3. Check for restriction. Remove and inspect filter for face plugging.

SPN 3251 FMI 14 – DPFDP sensor pressure hoses reversed

Pinpoint AFT System Fault
1. Key On, Engine Off, check for biased DPFDP sensor. See Key-On Engine-Off in “Appendix A:
Performance Specifications."
• If sensor is not within specification, go to DPFDP Sensor Circuit Check (page 270).
2. Check DPFDP sensor hoses for correct routing and possible restriction.
• If sensor hoses are reversed or plugged, repair condition.
3. Check for restriction. Remove and inspect filter for face plugging.

SPN 3251 FMI 21 – DPFDP excessively LOW (Sensor/circuit fault or missing DPF)
Pinpoint AFT System Fault
1. Key On, Engine Off, check for biased DPFDP sensor. See Key-On Engine-Off in “Appendix A:
Performance Specifications."
• If sensor is not within specification, go to DPFDP Sensor Circuit Check (page 270).
2. Check DPFDP sensor hoses for correct routing or for restriction.
• If sensor hoses are reversed or plugged, repair condition.
3. Check for restriction. Remove and inspect DPF filter for cracks and leaks.

SPN 3471 FMI 1 – AFT Fuel Pressure 1 below desired (Low system pressure)
SPN 3471 FMI 1 sets when AFTFP1 sensor detects pressure below desired.
Pinpoint AFT System Fault
1. Using Electronic Service Tool (EST) with ServiceMaxx™ software, select DSI System Test from
the Tests drop-down menu.
2. Select the DSI System Test and follow the steps.
3. If AFTFP1 has failed in any test, continue to next step.
4. Check for fuel leaks before DSI unit.
• If fuel leaks are found, repair leaks and go to step 1.
• If no fuel leaks are found, continue to next step.
5. Replace DSI unit according to Engine Service Manual

SPN 3471 FMI 7 – Fuel Doser Valve not responding as expected

SPN 3471 FMI 7 sets when the AFTFD does not respond as expected by the ECM.
Pinpoint AFT System Fault
1. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
2. Command AFT Fuel Doser ON and then OFF.
3. Monitor DOCOT sensor for increase in temperature while AFT Fuel Doser valve is open.
• If there is no change in temperature, replace AFT Fuel Doser valve following procedures in
the Engine Service Manual.
• If a temperature increase occurs, continue to next step.
4. Check AFTFP2 sensor and sensor wiring.
• If sensor is not within specification, see AFTFP2 Sensor (page 227).

SPN 3480 FMI 0– AFTFP1 too high while dosing

SPN 3480 FMI 0 sets when AFTFP1 sensor detects pressure above desired.
Pinpoint AFT System Fault
1. Check low-pressure fuel system. It should be operating within specification. See Fuel System in
“Performance Diagnostics."
• If fuel system pressure is above normal, diagnose fuel system failure in “Performance
Diagnostics.”
• If fuel system is within specification, continue to next step.

SPN 3480 FMI 1 – AFTFP1 too low while dosing

Fault is set when AFT Fuel Pressure 1 sensor detects pressure below desired.
Pinpoint AFT System Fault
1. Check low-pressure fuel system. It should be operating within specification. See Fuel System in
“Performance Diagnostics."
• If fuel system pressure is below normal, diagnose fuel system failure in “Performance
Diagnostics."
• If fuel system is within specification, continue to next step.
2. Check for fuel leaks in DSI System.
• Repair or replace ay leaking DSI components.
3. Check AFT Fuel Shutoff valve operation.
• Run KOEO Actuator Test and monitor AFT Fuel Pressure 1 and AFT Fuel Pressure 2.
• If AFT Fuel Shutoff is not operating correctly, repair or replace AFT Fuel Shutoff valve.

SPN 3481 FMI 7 – Incorrect dosing pressure, multiple events

Fault is set when AFT Fuel Pressure 1 sensor detects pressure above desired multiple times.
Pinpoint AFT System Fault
1. Check low-pressure fuel system. It should be operating within specification. See Fuel System in
“Performance Diagnostics."
• If fuel system pressure is above normal, diagnose fuel system failure in “Performance
Diagnostics."

SPN 3556 FMI 7 – AFT Fuel Injector not responding as expected

The DSI system automatically goes through a system validation before running a DPF Regen. If the system
fails this validation, SPN 3556 FMI 7 will set and DPF Regen is disabled.
Pinpoint AFT System Fault
1. Key On, Engine Off, check for biased AFTFIS and AFTFP2 sensors. See KOEO in “Appendix A:
Performance Specifications."
• If either sensor is not within specification, go to sensor diagnostics in this section of the manual.
2. Check low-pressure fuel system. It should be operating within specification. See Fuel System in
“Performance Diagnostics."
• If fuel system pressure is below normal, diagnose fuel system.
• If fuel system is within specification, continue to next step.
3. Inspect DSI system for external leaks.
4. Remove and inspect Hydrocarbon Injector for plugging.

SPN 3719 FMI 0 – DPF Soot Load - Highest (level 3/3)

SPN 3719 FMI 0 sets when Level 3 DPF soot loading is 100% full and engine de-rate has been enabled.
DPF regeneration is required.
Pinpoint AFT System Fault
1. Check for active DTC that could prevent AFT System from regenerating.
• If active DTC is found, repair DTC that inhibits AFT System regeneration.
• If no DTC is found, proceed to the next step.
2. Perform a manual parked regeneration procedure. See Entry Conditions for a Parked Regen (page
208). If parked regeneration procedure fails, proceed to next step.
3. Inspect DPF for damage or missing parts. If no damaged or missing parts are found, do the following:
• Remove DPF and clean out the ash in a cleaning station.
• Load DPF Servicing session and log in DPF serial number, cleaning, and installation date.
• Click the "DPF has been serviced button."

SPN 3719 FMI 15 – DPF Soot Load - Lowest (level 1/3)

SPN 3719 FMI 15 sets when Level 1 DPF soot loading is above 80% full and a DPF regeneration is required.
Pinpoint AFT System Fault
1. Check for active DTC that could prevent AFT system regeneration.
2. Drive vehicle at highway speeds for 20 to 30 minutes or perform a manual parked regeneration
procedure. See Entry Conditions for a Parked Regen (page 208).

SPN 3719 FMI 16 – DPF Soot Load - Moderate (level 2/3)

SPN 3719 FMI 16 sets when Level 2 DPF soot loading is 100% full and a DPF regeneration is required.
Pinpoint AFT System Fault
1. Check for active DTC that could prevent AFT system regeneration.
2. Perform a manual parked regeneration procedure. See Entry Conditions for a Parked Regen
(page 208).

SPN 3720 FMI 0 – DPF Ash load at maximum limit (Remove DPF for cleaning)
SPN 3720 FMI 0 sets when the DPF is full of ash and must be removed and cleaned.
Pinpoint AFT System Fault
1. Remove DPF and clean out the ash in a cleaning station.
2. Load DPF Servicing session and login DPF serial number, cleaning, and installation date.
3. Click the "DPF has been serviced button."

SPN 4077 FMI 0 – AFTFP2 too high while dosing

Fault is set when AFT Fuel Pressure 2 sensor detects pressure above desired.
Pinpoint AFT System Fault

1. Disconnect exhaust just after the Exhaust Back Pressure Valve.

2. Inspect the Hydrocarbon Injector.
• If Hydrocarbon Injector is plugged, clean or replace component.
• If Hydrocarbon Injector is not plugged, replace the AFT Fuel Doser.

SPN 4077 FMI 1 – AFTFP2 too low while dosing

Fault is set when AFT Fuel Pressure 2 sensor detects pressure below desired.
Pinpoint AFT System Fault
1. Check for fuel leaks at the DSI assembly.
• If DSI is leaking, repair leak or replace DSI assembly.
• If no leaks are found, replace AFT Fuel Doser.

AFT System Event Map

Engine AFT System Communication Driver Response

Engine out of Regen mode

DPFDP monitors soot level DPF collects soot
produced by engine.

Engine in Regen mode Soot level threshold FMI: None

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

Engine in Regen mode. SPN 3719 FMI 0 DPF Remove DPF for
85% Engine De-rate Soot Highest (level 3/3) servicing

AFT System Indicators SPN 3719 FMI 15 – DPF Soot Load - Lowest (level
1/3)
Fault codes that require a Regen are better
understood as Alert codes. This is a normal condition
used to alert the operator or technician that soot level
in the DPF has reached a set point and the system is
running or needs to run a DPF Regen.
Hot Exhaust Temperature (HET) Lamp

Figure 115 DPF Lamp Flashing

DPF soot level 1, DPF lamp flashing. This notifies

the operator the Aftertreatment System is cleaning the
DPF.
Figure 113 HET Lamp
Operator Action: Perform a Parked Regen.
Technician Action: Verify the system is working
Hot Exhaust System Temperature lamp indicates without fault. See procedure below.
exhaust temperature is above 400°C (752°F) and
DPF soot level 1, DPF lamp flashing. This notifies the
vehicle speed is below five mph.
operator the soot level is reaching a much higher level
Operator Action: Beware of surroundings, the exhaust and the system is not completing a Regen through the
is very hot. operators current drive cycle. If this is ignored, the
soot level will continue to build to setting the next level
Technician Action: None
DTC.

Diesel Particulate Filter (DPF) Lamp

SPN 3719 FMI 16 – DPF Soot Load - Moderate (level
2/3)

Figure 114 DPF Lamp

Figure 116 DPF Lamp Flashing, Amber Warning
Lamp On Solid
DPF lamp on solid. This notifies the operator the
Aftertreatment System is cleaning the DPF.
Operator Action: Drive at highway speed until lamp Operator Action: Perform a Parked Regen.
goes out, or perform a Parked Regen.
Technician Action: Verify the system is working
Technician Action: None without fault. See procedure below.
If system is unable to finish the cleaning process due DPF soot level 2, DPF lamp flashing and the buzzer
to driving conditions (low load, short trip) or if there’s sounding. This notifies the operator the soot level has
a problem with the system, the soot level will continue reached a critical level and the engine is now de-rated
to build in the DPF and trigger the next soot level DTC. by 15% of normal engine power.

SPN 3719 FMI 0 DPF Soot Load - Highest (level 3/3) reached a critical level and the engine is de-rated by
85% of normal power.

Regen Inhibitors
A DPF Regen can be inhibited by disabling switches,
or meeting entry conditions to start the regeneration
process.
Figure 117 DPF Lamp Flashing and Buzzer
Sounding Fault Code Regen Inhibitors
Fault codes that can inhibit a Regen will not allow a
Regen process to take place. The ECM continuously
Operator Action: Tow vehicle in for service. monitors for system faults. If a fault is detected, the
Technician Action: The DPF must be replaced at soot Malfunction Indicator Lamp (MIL) will illuminate and a
level 3, when the DPF lamp is flashing and the buzzer DTC will set.
sounding. This notifies the operator the soot level has

Entry Conditions for a Rolling Regen

When the ECM determines the soot level threshold is reached, the system triggers a DPF Regen.
NOTE: Short trips or stop-and-go driving could prevent a successful Regen.
The following conditions are required for a Rolling Regen:
• DPF Status signal displaying: Regen Needed
• Red stop engine lamp not on
• Engine Coolant Temperature is above or at least 75°C (170°F)
• Inhibiting DTCs must not be active (See Fault Code Regen Inhibitors (page 206)
• Regen Inhibit switch not active (switch must be off)
• PTO not active (switch must be off)
• Exhaust Temperature sensors below safe thresholds
• DOCIT below 500°C (932°F)
• DOCOT below 650°C (120°F)
• DPFOT below 750°C (1382°F)
If DPF Status displays "Regen needed" and vehicle is unable to perform a Rolling Regen, go to Check
Rolling Regen Inhibitors (page 209).

Entry Conditions for a Parked Regen

A Parked Regen can only be performed when the DPF soot level threshold is reached. The DPF lamp will
flash or stay on solid, signaling the need for Regen.
The following conditions are required for a Parked Regen:
• Engine Running
• DPF lamp is on
• Parked Regen switch on
• DPF Status signal displaying: Regen Needed
• Red stop engine lamp not on
• Engine Coolant Temperature is at or above 75 ºC (170 ºF)
• Vehicle speed not rolling
• Inhibiting DTCs must not be active (See Fault Code Regen Inhibitors (page 206)
• Regen Inhibit switch not active (switch must be off)
• PTO not active (switch must be off)
• Exhaust Temperature sensors below safe thresholds
• DOCIT below 500°C (932°F)
• DOCOT below 650°C (1202°F)
• DPFOT below 750°C (1382°F)
Onboard Filter Cleanliness Test. DPF Status displays “Regen needed” and vehicle is unable to perform
a Rolling Regen, go to Check Rolling Regen Inhibitors (page 209).

Sensor Compare Checks

1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Continuous Monitor session.
NOTE: Voltage values need to be measured after cold soak at about 21 ºC (70 ºF).
Test Point Specification Comment – < Less than, > Greater than
S_DOCIT Volts 0.88 V ±0.10 V If voltage is much higher or lower than the other
AFT exhaust sensors, see DOCIT Sensor Circuit
Check (page 264).
S_DOCOT Volts 0.88 V ±0.10 V If voltage is much higher or lower than the other
AFT exhaust sensors, see DOCOT Sensor Circuit
Check (page 267).
S_DPFOT Volts 0.88 V ±0.10 V If voltage is much higher or lower than the other
AFT exhaust sensors, see DPFOT Sensor Circuit
Check (page 272).
S_DPFDP Volts 0.70 V ±0.10 V If not within specifications, see DPFDP Sensor
Circuit Check (page 270).
S_TC1TOP Volts 0.70 V ±0.10 V If not within specifications, see TC1TOP Sensor
Circuit Check (page 352).
If Sensors are within specifications, continue to Exhaust Restriction Test.

Regen Inhibitors

Check Rolling Regen Inhibitors

1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, load the Aftertreatment session.
3. Start engine and run vehicle speed above five mph.
4. Verify all listed inhibitors are displaying "Not Inhibited."
Check Expected Results Comment
AFT Regen Inhibit Status Not Inhibited If inhibited, correct the cause. Check switches and
any DTC that may be causing the Regen inhibit.
Red Stop Alert Lamp Off If On, Regen can’t be run. DPF must be replaced
before continuing.
Regen Inhibit Switch Off If On, turn switch Off. If switch does not turn Off,
then diagnose circuit fault.
PTO Enable Switch Off If On, turn switch Off. If switch does not turn Off,
then diagnose circuit fault.
PTO Switch Off If On, turn switch Off. If switch does not turn Off,
then diagnose circuit fault.
If no inhibitors are active and Regen is needed, go to Parked Regen Checks (page 211).

Check Parked Regen Inhibitors

1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, load the Aftertreatment session.
3. Verify all listed Inhibitors are displaying "Not Inhibited."
Checks Expected Results Comment
AFT Regen Inhibit status Not Inhibited If inhibited, correct the cause. Check switches and
any DTC that may be causing the Regen inhibit.
Red Stop Alert lamp Off If On, Regen can’t be run. DPF must be replaced
before continuing.
Regen inhibit switch Off If On, turn switch Off. If switch does not turn Off,
then diagnose circuit fault.
PTO enable switch Off If On, turn switch Off. If switch does not turn Off,
then diagnose circuit fault.
PTO switch Off If On, turn switch Off. If switch does not turn Off,
then diagnose circuit fault.
Parking brake switch On If Off, set parking brake. If switch does not turn
On, then diagnose circuit fault.
Brake Pedal switch Off If On and foot is off pedal, then diagnose circuit
fault.
Accelerator Pedal Position 0% If above 0%, and foot is off pedal then diagnose
circuit fault.
Clutch Pedal Switch Off If On and foot is off pedal, then diagnose circuit
fault.
Transmission Position Park or Neutral If engaged, disengage, or diagnose circuit fault.
If no inhibitors and a Regen is needed, go to the following Parked Regen Checks.

Parked Regen Checks • DOCOT: 550-600°C (1022-1112°F) (after 5-10

minutes)
During a Parked Regen, the engine speed will ramp
up to 1200-1800 rpm. • DPFOT: 600-650°C (1112-1202°F) (after 10-15
minutes)
Typical readings:
• DPFDP: Decreasing steadily once DPFIT and
• ETV: 80% (closed).
DPFOT are steady and above 550°C (1022°F).
• EGR Position: 0% (closed)
Connect the EST and open the Aftertreatment
• DOCIT: 250-300°C (482-572°F) session. Start a Parked Regen and monitor signals.

Parked Regen Checks

Connect EST, open the Aftertreatment session. Open the inhibitors tab and check for Inhibitors.
Checks Expected Results Comment
Engine condition Smooth, not stumbling If engine does not run smoothly, diagnose
engine performance problem. See “Performance
Diagnostics."
DPF Status Regen Needed If signal reads “Not needed”, than a Regen cannot
be commanded to run.
Engine Coolant Temp Above 66 ºC (150 ºF) If below 66 ºC (150 ºF), warm engine above set
point.
AFT Regen Status Active If signal reads “Not Active”, check for fault codes
and Parked Regen Inhibitors.
EGR Position Closed If not closed, see EGR Valve (page 300).
ETV Position 80% ±5% If not within specifications, see ETV (page 311).
DOCIT 250 ºC (482 ºF) to 300ºC If below 250 ºC (482 ºF), use the Electronic
(572 ºF) Service Tool (EST) with ServiceMaxx™ software
and run the KOER Air Management Test.
If above 300 ºC (572 ºF), check for proper ETV
operation, and if engine is over fueling.
DOCOT After 5-10 minutes above If below 530 ºC (986 ºF), replace DOC, and
530 ºC (986 ºF) inspect DPF for soot leaking through the filter.
DPFOT Below 700 ºC (1292 ºF) If above 700 ºC (1292 ºF), replace DPF.
DPFDP Below 3.4 kPa (0.5 psi) If above 3.4 kPa (0.5 psi), after the system
completes a full Parked Regen, replace the DPF.
If the DPF is face plugged, measure the distance between the filter and outlet. If not within specification,
the filter cannot be cleaned and must be replaced.

DPF Inspection

Normal DPF Inlet

Figure 118 DPF Inlet (Normal)

Normal DPF Outlet

Figure 119 DPF Outlet (Normal)

Inspect the inlet and outlet of the DPF.

Ensure all inlet channels are visible and the light
soot coating over the whole inlet face easily wiped
away with a finger. Soot amount on face may vary
depending on the time since last DPF regeneration,
but should be less than 1/8."

Possible Causes Action

System is working correctly None.

Plugged DPF Inlet

Figure 120 DPF Face Plugged

Inspect Inlet of the DPF.

If no channels are visible and the face of the DPF has
a deep cake of soot greater than 1/8”, remove DPF for
external cleaning.

Possible Causes Action

• Drive cycle (Unable to complete 1. Interview the operator about his drive cycle.
Regen)
2. Verify there are no inhibitors (DTCs or switches).
• Engine over-fueling
3. Remove DPF for external cleaning.
• Boost problem
• Intake throttle problem

DPF Contaminated with Coolant

Figure 121 Coolant Contamination

Inspect the inlet and outlet of the DPF.

DPF shows signs coolant has flown through the
exhaust system, contaminating the DPF.

Possible Causes Action

• Coolant is flowing through exhaust 1. Repair coolant problem.
• Failed Interstage cooler 2. The DPF cannot be cleaned; it must be replaced.
• Failed EGR cooler
• Failed injector sleeve
• Leaking cylinder head cup plugs
• Cylinder head porosity

DPF Contaminated with Oil

Figure 122 Engine Oil Contamination, Soot Leakage

Inspect the inlet and outlet of the DPF.

DPF will show signs of soot leakage and oil.

Possible Causes Action

• Failed turbocharger 1. Repair engine oil to exhaust problem.
• Failed piston rings 2. The DPF cannot be cleaned; it must be replaced.
• Failed cylinder sleeves 3. Inspect the DOC for damage and replace if necessary.
• Failed valve guides

DPF Outlet Leaking Soot

Figure 123 DPF Damage, Soot Leakage

Inspect the outlet of the DPF .

DPF will show signs of soot leakage as indicated by
the arrows in figure.

Possible Causes Action

• DPF is damaged 1. The DPF cannot be cleaned; it must be replaced.
2. Inspect the DOC for damage and replace if necessary.

External Damage to DPF

Figure 124 DPF Can Damage

Inspect the exterior of the DPF .

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

Possible Causes Action

• Road debris 1. The DPF cannot be cleaned; it must be replaced.
• Vehicle accident

DPF Ceramic Filter Brick Measurement

Figure 125 DPF Ceramic Filter Brick Measurement

Measure the distance between the ceramic filter brick

and the outlet. If the distance is greater then the
specification, the ceramic filter brick has moved out
of its correct location. Replace the DPF.

Possible Causes Action

Face plugged If the distance is greater then the specification, the DPF cannot
be cleaned; it must be replaced.

AFTFD (Aftertreatment Fuel Doser)

SPN FMI Condition Possible Causes

3479 3 AFT Fuel Doser Valve Short to PWR • AFTFD circuit short to PWR
• Failed AFTFD
3479 5 AFT Fuel Doser Valve open/load • AFTFD circuit OPEN
circuit
• Failed AFTFD
3479 6 AFT Fuel Doser Valve High Side Short • AFTFD circuit short to GND
circuit
• Failed AFTFD

Figure 126 Functional diagram for AFTFD

Figure 127 AFTFD circuit diagram

Tools
• 1180-N4-0X0 – 180-Pin Breakout Box
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness 4828 (AFTFD)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with
ServiceMaxx™ software
• NAVCoM or NAVLink Interface Kit

Connector Voltage Check – AFTFD Disconnected

Connect Breakout Harness 4828 to engine harness. Leave AFTFD disconnected. Turn ignition switch
to ON. Use DMM to measure voltage.
Test Point Spec Comment – < Less than, > Greater than
1 to GND 12.0 V ± 2.0 V If < 10.0 V, check for OPEN circuit. Do Harness Resistance
Check (page 222).
2 to GND 0 V - 1.0 V If > 1.0 V, check for short to PWR. Do Harness Resistance
Check (page 222).
If measurements are within specifications, go to Operational Voltage Check.

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 4828 between AFTFD and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command AFT Fuel Doser On, and then Off.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND On = 12.0 V ± 2.0 V If < 10.0 V, check for OPEN circuit.
2 to GND Off = 1.0 V ± 0.5 V If > 1.5 V, check for OPEN circuit or failed AFTFD.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4828 to AFTFD and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than

1 to 2 16 Ω If not within specification, replace AFTFD.

If measurements are within specifications, do Harness Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180–pin Breakout Box and Breakout Harness 4828. Leave ECM and
AFTFD disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to E1-53 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short to GND.
2 to E1-76 <5Ω If > 5 Ω, check for OPEN circuit.

AFTFIS (Aftertreatment Fuel Inlet Sensor)

SPN FMI Condition Possible Causes

3480 2 AFTFP1 pressure sensor plausibility • Biased AFTFP1 signal
error
3480 3 AFTFP1 signal Out of Range HIGH • AFTFP1 signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed AFTFIS
3480 4 AFTFP1 signal Out of Range LOW • AFTFP1 signal circuit short to GND
• Failed AFTFIS
5456 2 AFTFT does not agree with AAT after • Biased AFTFIS
cold soak
5456 3 AFTFT signal Out of Range HIGH • AFTFT signal circuit OPEN or short to PWR
• Failed AFTFIS
5456 4 AFTFT signal Out of Range LOW • AFTFT signal circuit short to GND
• Failed AFTFIS

Figure 128 Functional diagram for AFTFIS

Figure 129 AFTFIS circuit diagram

Tools 1. Using Electronic Service Tool (EST) with

ServiceMaxx™ software, run the Continuous
• 1180-N4-0X0 – 180-Pin Breakout Box
Monitor Test.
• ZTSE4498 – 3-Banana Plug Harness
2. Monitor sensor voltage and verify an active
• ZTSE4497 – 500 Ohm Resistor Harness DTC for this sensor.
• ZTSE4899 – Big Bore Terminal Test Probe Kit • If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
• Breakout Harness 4830 (AFTFIS)
If circuit is interrupted, signal will spike
• Digital Multimeter (DMM) and DTC will go active.
• Electronic Service Tool (EST) with • If DTC is active, continue to Cold Soak
ServiceMaxx™ software Sensor Compare Check.
• NAVCoM or NAVLink Interface Kit NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
Pinpoint Diagnostics With ServiceMaxx™ software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.

SPN 5456 FMI 2 – AFTFT does not agree with AAT after cold soak
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 4 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare Aftertreatment Fuel Temperature (AFTFT) and Ambient Air Temperature (AAT). Sensor
temperatures should be within 5°C (10°F) of each other.
• If AFTFT is 5°C (10°F) above or below AAT, check for poor circuitry going to the AFTFIS.
• If circuits are within specification, replace AFTFIS.

Sensor Circuit Check

Connect Breakout Harness 4830 and leave sensor disconnected. Turn ignition switch to ON.

Test Point Specification Comment – < Less than, > Greater than
EST – Monitor 4.5 V - 5.0 V If < 4.5 V check AFTFP1 circuit for short to GND.
AFTFP1v
EST – Monitor AFTFTv 4.5 V - 5.0 V If < 4.5 V check AFTFT circuit for short to GND.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF4 for short to PWR.
3 to GND If < 4.5 V, check VREF4 for OPEN or short to GND, go to
Harness Resistance Check (page 225).
DMM — Measure B+ If < B+, check SIG GND circuit for OPEN.
voltage
1 to B+
EST - Monitor AFTFTv 0V If > 0.5 V, check AFTFT circuit for OPEN.
short 1 to 2
EST - Monitor AFTFP1v 0V If > 0.5 V, check AFTFIS circuit for OPEN.
short 1 to 4
If checks are within specification, connect sensor, clear DTCs, and cycle the accelerator pedal a few times.
If active code returns, replace sensor.

Pinpoint Diagnostics Without ServiceMaxx™ Software

Connect Breakout Harness 4830. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to B+ B+ If < B+, check for OPEN in SIG GND circuit.
2 to GND 5V If < 4.5 V, check for OPEN in AFTFT circuit.
3 to GND 5V If < 4.5 V, check for OPEN in VREF4 circuit.
4 to GND 5V If < 4.5 V, check for OPEN in AFTFP1 circuit.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4830. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check SIG GND circuit for short to GND.
1 to C1-41 <5Ω If > 5 Ω, check SIG GND circuit for OPEN.
2 to GND > 1k Ω If < 1k Ω, check AFTFT circuit for short to GND.
2 to C1-26 <5Ω If > 5 Ω, check AFTFT circuit for OPEN.
3 to GND > 1k Ω If < 1k Ω, check VREF4 circuit for short to GND.
3 to C2-08 <5Ω If > 5 Ω, check VREF4 circuit for OPEN.
4 to GND > 1k Ω If < 1k Ω, check AFTFP1 circuit for short to GND.
4 to C1-25 <5Ω If > 5 Ω, check AFTFP1 circuit for OPEN.

AFTFP2 Sensor (Aftertreatment Fuel Pressure 2

Sensor)

SPN FMI Condition Possible Causes

4077 3 AFTFP2 signal Out of Range HIGH • AFTFP2 signal circuit OPEN or short to PWR
• Failed AFTFP2 sensor
4077 4 AFTFP2 signal Out of Range LOW • AFTFP2 signal circuit short to GND
• Failed AFTFP2 sensor
4077 14 A/T downstream pressure sensor • Biased AFTFP2 signal
plausibility error

Figure 130 Functional diagram AFTFP2 sensor

Figure 131 AFTFP2 sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 6027 (AFTFP2)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check

Disconnect engine harness from sensor.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor 4.5 V - 5.0 V If > 5 V, check AFTFP2 signal circuit for short to GND.
AFTFP2v
DMM — Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF4 for short to PWR.
3 to GND If < 4.5 V, check VREF 4 for OPEN or short to GND. Do
Harness Resistance Check (page 229).
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check (page 229).
1 to 3
EST – Monitor 0V If > 0.5 V, check AFTFP2 signal circuit for OPEN. Do
AFTFP2v Harness Resistance Check (page 229).
Short across breakout
harness pins 2 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace AFTFP2
sensor.

Pinpoint Diagnostics Without ServiceMaxx™ Software

Connect Breakout Harness 6027. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
2 to GND 0V If > 0.25 V, check AFTFP2 circuit for short to PWR.
3 to GND 5V If > 5.5 V, check VREF4 for short to PWR.
If < 4.5 V, check VREF4 for OPEN or short to GND. Do
Harness Resistance Check (page 229).

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4829. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to C2-08 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short to GND.
2 to C2-42 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short to GND.
3 to C2-50 <5Ω If > 5 Ω, check for OPEN circuit.

AFTFSV (Aftertreatment Fuel Shutoff Valve)

SPN FMI Condition Possible Causes

3482 3 AFT Fuel Shutoff Valve short to PWR • AFTFS circuit short to PWR
• Failed AFTFSV
3482 4 AFT Fuel Shutoff Valve short to GND • AFTFS circuit short to GND
• Failed AFTFSV

Figure 132 Functional diagram AFTFSV

Figure 133 AFTFSV circuit diagram

Tools
• 1180-N4-0X0 – 180-Pin Breakout Box
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness 4602 (AFTFSV)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with
ServiceMaxx™ software
• NAVCoM or NAVLink Interface Kit

Connector Voltage Check – AFTFSV Disconnected

Connect Breakout Harness 4602 to engine harness. Leave AFTFSV disconnected. Turn ignition switch
to ON. Use DMM to measure voltage.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND 1 V ± 0.5 V If < 5.0 V, check for OPEN circuit or short to GND. Do
Harness Resistance Check (page 232).
If > 2.5 V, check for short to PWR. Do Harness Resistance
Check (page 232).
2 to GND 1 V ± 0.5 V If < 5.0 V, check for OPEN circuit or short to GND. Do
Harness Resistance Check (page 232).
If > 2.5 V, check for short to PWR. Do Harness Resistance
Check (page 232).
If measurements are within specifications, go to Operational Voltage Checks.

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 4602 between AFTFSV and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command AFT Fuel Shutoff Valve On, and then Off.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND On = 12.0 V ± 2.0 V If < 10.0 V, check for OPEN circuit.
2 to GND Off = 1.0 V ± 0.5 V If > 1.5 V, check for OPEN circuit or failed AFTFSV.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4602 to AFTFSV. Leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to 2 1 Ω to 8 Ω If not within specification, replace AFTFSV.
If measurements are within specifications, do Harness Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4602. Leave ECM and
AFTFSV disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to C2-07 <5Ω If > 5 Ω, check for OPEN circuit.

2 to GND > 1k Ω If < 1k Ω, check for short to GND.

2 to C2-20 <5Ω If > 5 Ω, check for OPEN circuit.

AMS (Air Management System)

SPN FMI Condition Possible Causes

2659 20 EGR High Flow Rate detected • Biased O2S or circuit
• Biased TC1TOP sensor or circuit
• EGR Valve stuck open
2659 21 EGR Low Flow Rate detected • Biased O2S or circuit
• Biased TC1TOP sensor or circuit
• EGR Valve stuck closed
• Plugged EGR cooler
• Restricted DOC or DPF

Figure 134 Functional diagram for the AMS

SPN 2659/FMI 20 – EGR High Flow Rate detected

Pinpoint AMS System Fault
1. Check for other active or inactive DTCs. Repair any electrical fault before continuing with this
procedure.
2. Check for biased TC1TOP sensor.
3. Run Air Management test. During EGR portion of test, monitor IMP.
• If IMP does not change state during EGR portion of Air Management test, go to EGR Valve
(page 300).

SPN 2659/FMI 21 – EGR Low Flow Rate detected

Pinpoint AMS System Fault
1. Check for other active or inactive DTCs. Repair any electrical fault before continuing with this
procedure.
2. Check for biased TC1TOP or DPFDP sensor.
3. Run Air Management Test while monitoring IMP, during EGR portion of test.
• If IMP does not change state during EGR portion of Air Management Test, go to EGR Valve
(page 300) diagnostics.
4. See EGR Cooler Leak Inspection in “Engine Symptoms Diagnostics."

APP Sensor (Accelerator Pedal Position)

SPN FMI Condition Possible Causes

91 2 APP1 and APP2 signal conflict • APP1 and APP2 mismatched
• Biased APP sensor or circuit
91 3 APP1 signal Out of Range HIGH • APP1 signal circuit short to PWR
• SIG GND circuit OPEN
• Failed APP sensor
91 4 APP1 signal Out of Range LOW • APP1 signal circuit OPEN or short to GND
• VREF5 circuit OPEN
• Failed APP sensor
2623 3 APP2 signal Out of Range HIGH • APP2 signal circuit short to PWR
• SIG GND circuit OPEN
• Failed APP sensor
2623 4 APP2 signal Out of Range LOW • APP2 signal circuit OPEN or short to GND
• VREF1 circuit OPEN
• Failed APP sensor

Figure 135 APP circuit diagram

Tools The ECM determines accelerator pedal position by

processing input signals from APP1 and APP2.
• 1180-N4-0X0 – 180-Pin Breakout Box
1. Using Electronic Service Tool (EST) with
• ZTSE4498 – 3-Banana Plug Harness
ServiceMaxx™ software, run the Continuous
• ZTSE4497 – 500 Ohm Resistor Harness Monitor Test.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 2. Monitor sensor voltage and verify an active
DTC for this sensor.
• Breakout Harness 4485A (APP)
• If DTC is previously active, monitor signal
• Digital Multimeter (DMM)
while wiggling harness of suspect sensor.
• Electronic Service Tool (EST) with If circuit is interrupted, signal will spike
ServiceMaxx™ software and DTC will go active.
• NAVCoM or NAVLink Interface Kit • If DTC is active, continue to Sensor
Circuit Check.
Pinpoint Diagnostics With ServiceMaxx™ software
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.
WARNING: To prevent personal injury or death,
stay clear of rotating parts (belts and fan) and hot
engine surfaces.

Sensor Circuit Check

Disconnect engine harness from sensor.
Test Point Specification Comment – < Less than, > Greater than
EST - Monitor APP1v 0V If > 0.5 V, check APP1 circuit for short to PWR.
EST - Monitor APP2v 0V If > 0.5 V, check APP2 circuit for short to PWR.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF5 for short to PWR.
C to GND If < 4.5 V, check VREF5 for OPEN or short to GND, go to
Harness Resistance Check (page 238).
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF1 for short to PWR.
D to GND If < 4.5 V, check VREF1 for OPEN or short to GND, go to
Harness Resistance Check (page 238).
EST - Monitor APP1v 5V If < 4.5 V, check APP1 circuit for OPEN, go to Harness
Resistance Check (page 238).
Short Pin A to C
EST - Monitor APP2v 5V If is < 4.5 V, check APP2 circuit for OPEN, go to Harness
Resistance Check (page 238).
Short Pin D to F
DMM – Measure Volts B+ If < B+, check SIG GND for OPEN, go to Harness
Resistance Check (page 238).
B to Battery positive
DMM – Measure Volts B+ If < B+, check SIG GND for OPEN, go to Harness
Resistance Check (page 238).
E to Battery positive
If checks are within specification, connect sensor, clear DTCs, and cycle the accelerator pedal a few times.
If active DTC returns, replace sensor.

Pinpoint Diagnostics Without ServiceMaxx™ Software

Connect Breakout Harness 4485A. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
A to B+ B+ If < B+, check APP1 for short to PWR.
B to Battery positive B+ If < B+, check SIG GND for OPEN circuit.
C to GND 5V If > 5.5 V, check VREF5 for short to PWR.
If < 4.5 V, check VREF5 for OPEN or short to GND.
D to GND 5V If > 5.5 V, check VREF5 for short to PWR.
If < 4.5 V, check VREF5 for OPEN or short to GND.
E to Battery positive B+ If < B+, check SIG GND for OPEN circuit.
F to B+ B+ If < B+, check APP2 for short to PWR.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4485A. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
A to GND > 1k Ω If < 1k Ω, check for short circuit.
A to C2-54 <5Ω If > 5 Ω, check for OPEN circuit.
B to GND > 1k Ω If < 1k Ω, check for short circuit.
B to C1-11 <5Ω If > 5 Ω, check for OPEN circuit.
C to GND > 1k Ω If < 1k Ω, check for short circuit.
C to C1-50 <5Ω If > 5 Ω, check for OPEN circuit.
D to GND > 1k Ω If < 1k Ω, check for short circuit.
D to C1-36 <5Ω If > 5 Ω, check for OPEN circuit.
E to GND > 1k Ω If < 1k Ω, check for short circuit.
E to C1-23 <5Ω If > 5 Ω, check for OPEN circuit.
F to GND > 1k Ω If < 1k Ω, check for short circuit.
F to C2-55 <5Ω If > 5 Ω, check for OPEN circuit.

Operational Voltage Check

Connect 180-Pin Breakout Box and Breakout Harness 4485A between ECM and sensor. Turn ignition
switch to ON. Use DMM to measure voltage or EST to read signal.
Test Point Condition DMM EST Value
APP1 Foot off pedal 1.14V ± 0.25V 0%
A to GND or Pedal to floor 4.32V ± 0.25V 99.6%
C2-54 to GND
APP2 Foot off pedal 0.56V ± 0.25V 0%
F to GND or Pedal to floor 2.16V ± 0.25V 99.6%
C2-55 to GND

CACOT Sensor (Charge Air Cooler Outlet

Temperature)

SPN FMI Condition Possible Causes

2630 3 CACOT signal Out of Range HIGH • CACOT signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed CACOT sensor
2630 4 CACOT signal Out of Range LOW • CACOT signal circuit short to GND
• Failed CACOT sensor

Figure 136 CACOT sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 4993 (CACOT)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Cold Soak
Sensor Compare Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4993 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specifications Comment– < Less than, > Greater than
EST – Monitor CACOTv 5V If <4.5 V, check CACOT signal circuit for short to GND.
EST – Monitor CACOTv 0V If > 0.25 V, check CACOT signal circuit for OPEN. Do
Harness Resistance Check (page 240).
Short pin 1 to GND
EST – Monitor CACOTv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 240).
Short pin 1 to 2
EST – Monitor CACOTv < 1.0 V If > 1.0 V, check CACOT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace CACOT
sensor.

Without ServiceMaxx™ Software

Connect Breakout Harness 4993. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND 4.5 V to 5 V If < 4.5 V, check for OPEN or short to GND. Do Harness Resistance Check
(page 240).
2 to B+ B+ If < B+, check for short to PWR.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4993. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-13 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-43 <5Ω If > 5 Ω, check for OPEN circuit.

CCPS (Crankcase Pressure Sensor)

SPN FMI Condition Possible Causes

101 3 CCP signal Out of Range HIGH • CCPS signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed CCPS
101 4 CCP signal Out of Range LOW • CCPS signal circuit short to GND
• VREF2 circuit OPEN
• Failed CCPS
101 16 Excessive Crankcase Pressure • Clogged breather filter
• Malfunctioning centrifugal breather
• Power cylinder problem

Figure 137 CCPS circuit diagram

Tools • Breakout Harness 4850 (CCPS)

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
Monitor Test.
2. Monitor sensor voltage and verify an active
DTC for this sensor.
• If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check

Connect Breakout Harness 4850 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor CCPv 5.0 V ± 0.5 V If < 4.5 V, check CCPS signal circuit for short to GND
DMM – Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF2 circuit for short to PWR.
B to GND If < 4.5 V, check VREF2 circuit for OPEN or short to GND.
Do Harness Resistance Check (page 308).
DMM – Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND circuit for OPEN. Do Harness
voltage Resistance Check (page 308).
B to A
EST – Monitor CCPv 0V If > 0.5 V, check CCPS signal circuit for OPEN. Do Harness
Resistance Check (page 308).
Short across breakout
harness pins A and C
If checks are within specification, connect sensor and clear DTCs. If active DTC remains, replace EOP
sensor.

Connector Voltage Check

Connect Breakout Harness 4850. Leave CCPS disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
A to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
B to GND 5 V ± 0.5 V If > 5.5 V, check VREF2 circuit for short to PWR.
If < 4.5 V, check VREF2 circuit for OPEN or short to GND.
Do Harness Resistance Check (page 243).
C to GND 5 V ± 0.5 V If < 4.5 V, check CCPS signal circuit for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4850. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
A to GND > 1k Ω If < 1k Ω, check for short to GND.
A to E1-78 <5Ω If > 5 Ω, check for OPEN circuit.
B to GND > 1k Ω If < 1k Ω, check for short to GND.
B to E1-90 <5Ω If > 5 Ω, check for OPEN circuit.
C to GND > 1k Ω If < 1k Ω, check for short to GND.
C to E1-66 <5Ω If > 5 Ω, check for OPEN circuit.

CCS (Cruise Control System)

SPN FMI Condition Possible Causes

None

Function CCS Operation

The CCS is a function of the ECM. Using the cruise The cruise control switches are wired to the BC. The
control switches, the operator is able to set, resume, switch state is communicated to the ECM through the
accelerate, or coast to any desired vehicle speed J1939 Data Link network.
within range of the system.
The ECM continuously monitors the clutch, brake, and
accelerator pedals before cruise can be activated and
is used to deactivate after cruise speed has been set.

CCS Pinpoint Diagnostics – With ServiceMaxx™

Software

Programmable Parameters
Turn ignition switch to ON. Connect EST to vehicle Diagnostic Connector. Using ServiceMaxx™ software,
open the Programming session and verify all Parameters are set correctly.
Test Point Specification Comment
Cruse Control Enabled If Disabled, change to Enabled
Mode

Switch Checks
Using ServiceMaxx™ software, open the Driver Switch Controls session to monitor signals.
NOTE:
• If signals are not within specification, diagnose switch interface with Body Controller (BC) or Multiplex
System Module (MSM) module. See Chassis Electrical Circuit Diagnostic Manual and Electrical System
Troubleshooting Guides.
• If signals are within specification, go to next test point.
Test Point Specification Comment
Brake Switch Normal state = See Note
Released
Depressed = Applied
Park brake Normal state = OFF See Note
Depressed = ON
Cruise On/Off Unlatched = OFF See Note
Latched = ON
Cruise Set Normal state = OFF See Note
Depressed = ON
Cruise Normal state = OFF See Note
Resume/Accel
Depressed = ON
If all switches are within specifications, drive the vehicle and verify the Vehicle Speed Sensor (VSS)
is working.

CFV (Coolant Flow Valve)

SPN FMI Condition Possible Causes

5547 3 CFV short to PWR • CFV circuit short to PWR
• Failed CFV
5547 4 CFV short to GND • CFV circuit short to GND
• Failed CFV
5547 5 CFV open load/circuit • CFV circuit OPEN
• Failed CFV

Figure 138 CFV circuit diagram

Tools
• 1180-N4-0X0 – 180-Pin Breakout Box
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness 4871 (CFV)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with
ServiceMaxx™ software
• NAVCoM or NAVLink Interface Kit

Connector Voltage Check

Connect Breakout Harness 4871 to engine harness and leave CFV disconnected. Turn ignition switch
to ON. Use DMM to measure voltage.
Test Point Specifications Comment – < Less than, > Greater than
Pin 1 to GND 4V±1V If < 3 V, check for OPEN or short to GND in CFV circuit.
If > 5 V, check for short to PWR in CFV circuit.
Pin 2 to GND B+ If < B+, check for OPEN in ECM PWR OUT 3 circuit.
If measurements are within specifications, go to Operational Voltage Check (page 248).

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12, V before running this procedure.
1. Connect Breakout Harness 4871 between CFV and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command Coolant Flow Valve to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 5% = 12.0 V ± 2.0 V If < 10.0 V, check for OPEN circuit.
1 to GND 95% = 1.5 V ± 0.5 V If > 2.0 V, check for OPEN circuit or failed CFV.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4871 to CFV and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Specifications Comment
1 to 2 4 Ω to 8 Ω If not within specification, replace the CFV.
If measurements are within specifications, go to Harness Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box to ECM and Breakout Harness 4871 to engine
harness and leave CFV and ECM disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to E1-24 <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-74 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
If voltage and resistance checks are within specifications, the CFV is working correctly. See Coolant System
(page 69) in “Engine Symptoms Diagnostics” to diagnose a mechanical fault.

CKP Sensor (Crankshaft Position)

SPN FMI Condition Possible Causes

637 8 CKP signal noise • CKP sensor or circuit fault
637 10 CKP signal inactive • CKP sensor or circuit fault

Figure 139 CKP sensor circuit diagram

Tools
• 1180-N4-0X0 – 180-Pin Breakout Box
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness 6021 (CKP)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with
ServiceMaxx™ software
• NAVCoM or NAVLink Interface Kit

Sensor Resistance Check

Test Point Specifications Comment
1 to 2 774 Ω to 946 Ω If measurement is within specification, go to Harness
Resistance Checks.
If measurement is not within specification, replace CKP sensor.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and leave ECM and CKP sensor disconnected.
Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
E1-40 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
E1-40 to GND > 1k Ω If < 1k Ω, check for short to GND.
E1-16 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
E1-16 to GND > 1k Ω If < 1k Ω, check for short to GND.
E1-40 to E1-16 >1k Ω If < 1k Ω, check for CKP-H short to CKP-L.
If measurements are within specification, do Operational Checks.

Operational Checks
Connect Breakout Harness 6021 between CKP sensor and engine harness. Use DMM set to AC Volts-Hz.
Test Point Condition DMM Engine Speed
E1-40 to E1-16 Engine crank 100 Hz to 250 Hz 100 rpm to 250 rpm
Low idle 630 Hz to 730 Hz 600 rpm to 700 rpm
High idle 2230 Hz 2180 rpm

CMP Sensor (Camshaft Position)

SPN FMI Condition Possible Causes

636 2 CMP and CKP Synchronization Error • CMP sensor or circuit fault
• Camshaft and crankshaft out of time
636 8 CMP signal noise • CMP sensor or circuit fault
636 10 CMP signal missing • CMP sensor or circuit fault

Figure 140 CMP sensor circuit diagram

Tools
• 1180-N4-0X0 – 180-Pin Breakout Box
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness
• ZTSE4899 – Big Bore Terminal Test Probe Kit
• Breakout Harness 6021 (CMP)
• Digital Multimeter (DMM)
• Electronic Service Tool (EST) with
ServiceMaxx™ software
• NAVCoM or NAVLink Interface Kit

Sensor Resistance Check

Test Point Specifications Comment
1 to 2 774 Ω to 946 Ω If measurement is within specification, go to Harness
Resistance Check.
If measurement is not within specification, replace CMP sensor.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and leave ECM and CMP sensor disconnected.
Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
E1-41 to 1 <5Ω If > 5 Ω, check for OPEN circuit.
E1-41 to GND > 1k Ω If < 1k Ω, check for short to GND.
E1-17 to 2 <5Ω If > 5 Ω, check for OPEN circuit.
E1-17 to GND > 1k Ω If < 1k Ω, check for short to GND.
E1-41 to E1-17 > 1k Ω If < 1k Ω, check for CMP-H short to CMP-L.

If measurements are within specification, go to Operational Checks.

Operational Checks
Connect 180-Pin Breakout Box between ECM and CMP sensor. Use DMM set to AC volts – RPM2.
Test Point Condition Specifications
E1-41 to E1-17 Engine crank 100 rpm to 250 rpm
Low idle 650 rpm to 700 rpm
High idle 2180 rpm

SPN 636 FMI 2 – CMP and CKP Synchronization Error

Pin-Point Synchronization Fault
1. Do all circuit checks on the CMP sensor and CKP sensor.
• If circuits are within specification, verify that the camshaft and crankshaft are synchronized.
See the Engine Service Manual.

CMV (Coolant Mixer Valve)

SPN FMI Condition Possible Causes

5546 3 CMV short to PWR • CMV circuit short to PWR
• Failed CMV
5546 4 CMV short to GND • CMV circuit short to GND
• Failed CMV
5546 5 CMV open load/circuit • CMV circuit OPEN
• Failed CMV

Figure 141 CMV sensor circuit diagram

Tools • Breakout Harness 4870 (CMV)

Connector Voltage Check

Connect Breakout Harness 4870 to engine harness and leave CMV disconnected. Turn ignition switch
to ON. Use DMM to measure voltage.
Test Point Specifications Comment – < Less than, > Greater than
Pin 1 to GND 4V±1V If < 3 V, check for OPEN or short to GND in CMV circuit.
If > 5 V, check for short to PWR in CMV circuit.
Pin 2 to GND B+ If < B+, check for OPEN in ECM PWR OUT 2 circuit.
If measurements are within specifications, go to Operational Voltage Check.

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 4870 between CMV and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command Coolant Mixer Valve to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 5% = 12.0 V ± 2.0 V If < 10.0 V, check for OPEN circuit.
1 to GND 95% = 1.5 V ± 0.5 V If > 2.0 V, check for OPEN circuit or failed CMV.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4870 to CMV and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Specifications Comment
1 to 2 4 Ω to 8 Ω If not within specification, replace CMV.
If measurements are within specifications, go to Harness Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4870 to engine harness
and leave CMV and ECM disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to E1-48 <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-28 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
If voltage and resistance checks are within specifications, the CMV is working correctly. See Coolant System
in the “Engine Symptoms Diagnostics” section in this manual, to diagnose a mechanical fault.

CSFI (Cold Start Fuel Igniter)

SPN FMI Condition Possible Causes

5548 3 CSFI short to PWR • CSFI circuit short to PWR
• Failed CSFI
5548 4 CSFI short to GND • CSFI circuit short to GND
• Failed CSFI
5548 5 Cold Start Relay or control circuit fault • CSRE (enable) circuit fault
• CSRC (control) circuit fault
• CSRD (diagnostic) circuit fault
• Cold Start Relay (CSR) failure
5548 7 Cold Start Relay return (relay, igniter, • CSFI failure
or circuit failure)
• Fuse link failure
• High current circuit fault (B+ to relay)
• High current circuit fault (relay to igniter)
• CSR failure

Figure 142 CSFI circuit diagram

Tools • Breakout Harness 4885 (CSR)

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.

Voltage Check on CSFI - Actuator Test

Turn the ignition switch to ON. Run Actuator Test. Use DMM to measure voltage when CSR is cycled on.
Batteries must be fully charged before performing this test.
Test Point Specifications Comment – < Less than, > Greater than
CSFI to GND B+ If > 0 V to B+, do Amperage Draw Check - Actuator Test.
If 0 V, do Voltage Checks on Relay Connector (page 256).

Amperage Draw Check - Actuator Test

Turn the ignition switch to ON. Run Actuator Test. Measure amperage draw to CSFI using DMM and
Amp clamp. Set the DMM to DCmV and Zero the Amp clamp. Batteries must be fully charged before
performing this test.
Test Point Specifications Comment
DMM - Measure amperage to CSFI
CSFI 30 Amps (within 2 If within specification, CSR and CSFI are working correctly.
seconds)
If not within specification, do Voltage Checks on Relay -
Actuator Test (page 257).
If Amps are within specification, do Harness Resistance Check (page 258) for CSRD circuit.

Voltage Checks on Relay Connector

Connect Breakout Harness 4885 to CSR harness, leave CSR disconnected. Turn ignition switch to ON.
Use DMM to measure voltage after 60 seconds.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND 0V If > 0 V, check for short to PWR.
2 to GND 0V If > 0 V, check for short to PWR.
3 to GND B+ If < B+, check for OPEN or short to GND.
6 to GND 9V±1V If < 8 V, check for OPEN or short to GND.
7 to GND 4V±1V If < 3 V, check for OPEN or short to GND.
If > 5.5 V, check for short to PWR.
8 to GND 5V±1V If < 4 V, check for OPEN or short to GND.
If > 6 V, check for short to PWR.
If voltages are within specification, do Voltage Checks on Relay - Actuator Test (page 257).

Voltage Checks on Relay - Actuator Test

Connect Breakout Harness 4885 between CSR and engine harness. Turn the ignition switch to ON. Use
DMM to measure voltage. Batteries must be fully charged before performing this test.
Test Point Specifications Comment – < Less than, > Greater than
6 to GND, Run Actuator Test
Normal state >8V If < 8 V, check CSRE circuit for OPEN or short to GND. Do
Harness Resistance Check (page 258).
Actuator state LOW >8V If < 8 V, check CSRE circuit for OPEN or short to GND. Do
Harness Resistance Check (page 258).
Actuator state HIGH < 0.5 V If > 0.5 V, check CSRE circuit for short to PWR. Do Harness
Resistance Check (page 258).
7 to GND, Run Actuator Test.
Normal state >8V If < 8 V, check CSRC circuit for OPEN or short to GND. Do
Harness Resistance Check (page 258).
Actuator state LOW >8V If < 8 V, check CSRC circuit for OPEN or short to GND. Do
Harness Resistance Check (page 258).
Actuator state HIGH < 0.5 V If > 0.5 V, check CSRD circuit for short to PWR. Do Harness
Resistance Check (page 258).
8 to GND, Run Actuator Test.
Normal state 5 V ± 0.5 V If < 4.5 V, check CSRD circuit for OPEN or short to GND.
Do Harness Resistance Check (page 258).
Actuator state LOW 5 V ± 0.5 V If < 4.5 V, check CSRD circuit for OPEN or short to GND.
Do Harness Resistance Check (page 258).
Actuator state HIGH 5 V ± 0.5 V If < 4.5 V, check CSRD circuit for OPEN or short to GND.
Do Harness Resistance Check (page 258).
1 to GND, Run Actuator Test.
Normal state 0V If > 0 V, replace CSR.
Actuator state LOW 0V If > 0 V, replace CSR.
Actuator state HIGH B+ If < B+, replace CSR.
2 to GND, Run Actuator Test.
Normal state 0V If > 0 V, replace CSR.
Actuator state LOW 0V If > 0 V, replace CSR.
Actuator state HIGH B+ If < B+, replace CSR.
If measurements are not within specifications, do Harness Resistance Check (page 258).

CSFI Resistance Check

Turn ignition switch to OFF. Use DMM to measure resistance between CSFI and engine GND.
Test Point Specifications Comment – < Less than, > Greater than
CSFI to GND <5Ω If > 5 Ω, replace failed CSFI.

Harness Resistance Check

Connect Breakout Harness 4885 and 180-Pin Breakout Box and leave ECM and CSR disconnected. Use
DMM to measure resistances.
Test Point Specifications Comment – < Less than, > Greater than
1 to CSFI <5Ω If > 5 Ω, check for OPEN circuit.
1 to GND <5Ω If > 5 Ω, check for OPEN CSFI.
2 to CSFI <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND <5Ω If > 5 Ω, check for OPEN CSFI.
3 to B+ <5Ω If > 5 Ω, check for OPEN circuit.
6 to E1-96 <5Ω If > 5 Ω, check for OPEN circuit.
6 to GND > 1k Ω If < 1k Ω check for short to GND.
7 to E1-72 <5Ω If > 5 Ω, check for OPEN circuit.
7 to GND > 1k Ω If < 1k Ω check for short to GND.
8 to E1-67 <5Ω If > 5 Ω, check for OPEN circuit.
8 to GND > 1k Ω If < 1k Ω check for short to GND.
If all checks are within specification, but DTCs are still active, replace the CSR.

CSFS (Cold Start Fuel Solenoid)

SPN FMI Condition Possible Causes

626 3 CSFS short to PWR • CSFS circuit short to PWR
626 4 CSFS short to GND • CSFS circuit short to GND
626 5 CSFS open load/circuit • CSFS circuit OPEN
• CSFS failure
626 11 Cold Start Assist fault: Lack of heat in • Biased IMT sensor or circuit
the Intake Manifold
• Cold Start Assist System failure
• Failed CSFS
• Failed Cold Start Fuel Igniter (CSFI)
• Failed Cold Start Relay (CSR)
• Cold Start Assist circuit faults

Figure 143 CSFS circuit diagram

Tools • Electronic Service Tool (EST) with

ServiceMaxx™ software
• 1180-N4-0X0 – 180-Pin Breakout Box
• NAVCoM or NAVLink Interface Kit
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness WARNING: To prevent personal injury or death,
• ZTSE4899 – Big Bore Terminal Test Probe Kit stay clear of rotating parts (belts and fan) and hot
engine surfaces.
• Breakout Harness 4827 (CSFS)
• Digital Multimeter (DMM)

Cold Soak Sensor Compare Check With ServiceMaxx™ Software

SPN 626 FMI 11 – Cold Start Assist fault: Lack of heat in the Intake Manifold
During cold start DTC sets when IMT signal does not raise Intake Manifold Temperature (IMT) 10°C (50°F).
NOTE: Temperature values need to be measured after 4 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare IMT, Ambient Air Temperature (AAT), and Air Intake Temperature (AIT). Sensor
temperatures should be within 5°C (10°F) of each other.
• If IMT is 5°C (10°F) above or below AAT, AIT, or IMT, check for poor circuitry going to the
IMT sensor.
• If IMT circuitry is in specification, see Cold Start Assist System Test in “Hard Start and No
Start Diagnostics.”

Connector Voltage Check – CSFS Disconnected

Connect Breakout Harness 4827 to engine harness. Leave CSFS disconnected. Use DMM to measure
voltage.
Test Point Specifications Comment – < Less than, > Greater than
2 to GND B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 261).
1 to GND 3.5 V ± 1.0 V If < 2.5 V, check for OPEN circuit. Do Harness Resistance
Check (page 261).
If measurements are within specifications, do Operational Voltage Check.

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 4827 between CSFS and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command Cold Start Fuel Solenoid to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 5% = 12 V ± 2.0 V If < 10 V, check for OPEN circuit.
1 to GND 95% = 0.5 V ± 0.5 V If > 1 V, check for OPEN circuit or failed CSFS.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4827 to CSFS and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to 2 8Ω If not within specification, replace CSFS.
If measurements are within specifications, do Harness Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4827 to engine harness.
Leave CSFS and ECM disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-03 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-29 <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, replace the CSFS valve.

DOCIT Sensor (Diesel Oxidation Catalyst Inlet

Temperature)

SPN FMI Condition Possible Causes

4765 2 DOCIT signal does not agree with other • Biased DOCIT sensor/circuit
exhaust sensors
4765 3 DOCIT signal Out of Range HIGH • DOCIT signal circuit OPEN or short to
PWR
• SIG GND circuit OPEN
• Failed DOCIT sensor
4765 4 DOCIT signal Out of Range LOW • DOCIT signal circuit short to GND
• Failed DOCIT sensor

Figure 144 DOCIT circuit diagram

Tools • Breakout Harness 4760A (DOCIT)

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
Monitor Test.
2. Monitor sensor voltage and verify an active
DTC for this sensor.
• If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Cold Soak
Sensor Compare Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

SPN 4765 FMI 2 – DOCIT signal does not agree with other exhaust sensors
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 4 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare DOCIT, Diesel Oxidation Catalyst Outlet Temperature (DOCOT), and Diesel Particulate
Filter Outlet Temperature (DPFOT). Sensor temperatures should be within 11°C (20°F) of each
other.
• If DOCIT is 11°C (20°F) above or below DOCOT or DPFOT, check for poor circuitry going to
the DOCIT sensor.
• If circuits are within specification, replace DOCIT sensor.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4760A and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specifications Comment– < Less than, > Greater than
EST – Monitor DOCITv 5V If <4.5 V, check DOCIT signal circuit for short to GND.
EST – Monitor DOCITv 0V If > 0.25 V, check DOCIT signal circuit for OPEN. Do
Harness Resistance Check. (page 264).
Short pin 1 to GND
EST – Monitor DOCITv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check. (page 264).
Short pin 1 to 2
EST – Monitor DOCITv < 1.0 V If > 1.0 V, check DOCIT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace DOCIT
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4760A. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to B+ B+ If < B+, check for short to PWR.
2 to GND 4.5 V to 5 V If < 4.5 V, check short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4760A. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to C1-22 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to C1-28 <5Ω If > 5 Ω, check for OPEN circuit.

DOCOT Sensor (Diesel Oxidation Catalyst Outlet

Temperature)

SPN FMI Condition Possible Causes

4766 2 DOCOT signal does not agree with other • Biased DOCOT sensor or circuit
exhaust sensors
4766 3 DOCOT signal Out of Range HIGH • DOCOT signal circuit OPEN or short
to PWR
• SIG GND circuit OPEN
• Failed DOCOT sensor
4766 4 DOCOT signal Out of Range LOW • DOCOT signal circuit short to GND
• Failed DOCOT sensor

Figure 145 DOCOT sensor circuit diagram

Tools • Breakout Harness 4760A (DOCOT)

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
Monitor Test.
2. Monitor sensor voltage and verify an active
DTC for this sensor.
• If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Cold Soak
Sensor Compare Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

SPN 4766 FMI 2 – DOCOT signal does not agree with other exhaust sensors
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 4 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare DOCOT, Diesel Oxidation Catalyst Inlet Temperature (DOCIT), and Diesel Particulate
Filter Outlet Temperature (DPFOT). Sensor temperatures should be within 11°C (20°F) of each
other.
• If DOCOT is 11°C (20°F) above or below DOCIT or DPFOT, check for poor circuitry going to
the DOCOT sensor.
• If circuits are within specification, replace DOCOT sensor.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4760A and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specifications Comment– < Less than, > Greater than
EST – Monitor DOCOTv 5V If <4.5 V, check DOCOT signal circuit for short to GND.
EST – Monitor DOCOTv 0V If > 0.25 V, check DOCOT signal circuit for OPEN. Do
Harness Resistance Check (page 267).
Short pin 1 to GND
EST – Monitor DOCOTv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 267).
Short pin 1 to 2
EST – Monitor DOCOTv < 1.0 V If > 1.0 V, check DOCOT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace DOCIT
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4760A. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to C1-55 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to C1-16 <5Ω If > 5 Ω, check for OPEN circuit.

DPFDP Sensor (Diesel Particulate Filter Differential

Pressure)

SPN FMI Condition Possible Causes

3251 2 DPFDP above or below desired level • Biased DPFDP sensor or circuit
• Restricted or plugged DPF
• Reversed DPFDP sensor hoses
3251 3 DPFDP signal Out of Range HIGH • DPFDP signal circuit short to PWR
• SIG GND circuit OPEN
• Failed DPFDP sensor
3251 4 DPFDP signal Out of Range LOW • DPFDP signal circuit OPEN or short to GND
• Reversed DPFDP sensor hoses
• Failed DPFDP sensor

Figure 146 DPFDP sensor circuit diagram

Tools • Breakout Harness 4761A (DPFDP)

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
Monitor Test.
2. Monitor sensor voltage and verify an active
DTC for this sensor.
• If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Biased
Sensor or Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

SPN 3251 FMI 2 – DPFDP above or below desired level

Biased Sensor or Circuit Check
1. Turn ignition switch to ON, engine OFF.
2. Using ServiceMaxx™ software, open the Continuous Monitor session.
3. Verify S_DPFDP volts are within specification. See “Appendix A: Performance Specifications."
• If voltage is not within specification, check circuitry for poor continuity.
• If voltage is within specification, verify sensor hoses are connected correctly.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4761A and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor DPFDPv 0V If > 0.25 V, check DPFDP signal circuit for short to GND.
DMM — Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
3 to GND If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 270).
EST – Monitor DPFDPv 4.5 V ± 0.5 V If < 4.5 V, check DPFDP signal circuit for OPEN. Do
Harness Resistance Check (page 270).
Short across breakout
harness pins 2 and 3
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check (page 270).
1 to 3
If checks are within specifications, connect sensor and clear DTCs. If active DTC remains, replace DPFDP
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4761A. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
2 to GND 0V If > 0.25 V, check DPFDP for short to PWR.
3 to GND 5 V ± 0.5 V If > 5.5 V, check VREF for short to PWR.
If < 4.5 V, check VREF for OPEN or short to GND. Do
Harness Resistance Check (page 270).

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4761A. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Spec Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to C2-41 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to C1-12 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to C2-08 <5Ω If > 5 Ω, check for OPEN circuit.

DPFOT Sensor (Diesel Particulate Filter Outlet

Temperature)

SPN FMI Condition Possible Causes

3246 2 DPFOT signal does not agree with other • Biased DPFOT sensor or circuit
exhaust sensors
3246 3 DPFOT signal Out of Range HIGH • DPFOT signal circuit OPEN or short
to PWR
• SIG GND circuit OPEN
• Failed DPFOT sensor
3246 4 DPFOT signal Out of Range LOW • DPFOT signal circuit short to GND
• Failed DPFOT sensor

Figure 147 DPFOT sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 4760A (DPFOT)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Cold Soak
Sensor Compare Check.

NOTE: Inspect connectors for damaged pins,

corrosion, or loose pins. Repair if necessary.

SPN 3246 FMI 2 – DPFOT signal does not agree with other exhaust sensors
Cold Soak Sensor Compare Check With ServiceMaxx™ Software
NOTE: Temperature values need to be measured after 4 hours of cold soak.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Default session.
3. Compare DPFOT, Diesel Oxidation Catalyst Inlet Temperature (DOCIT), and Diesel Oxidation
Catalyst Outlet Temperature (DOCOT). Sensor temperatures should be within 11°C (20°F) of
each other.
• If DPFOT is 11°C (20°F) above or below DOCIT or DOCOT, check for poor circuitry going to
the DPFOT sensor.
• If circuits are within specification, replace DPFOT sensor.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4760A. Leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment– < Less than, > Greater than
EST – Monitor DPFOTv 4.5 – 5 V If < 4.5 V, check DPFOT signal circuit for short to GND.
EST – Monitor DPFOTv 0V If > 0.25 V, check DPFOT signal circuit for OPEN. Do
Harness Resistance Check (page 273).
Short pin 1 to GND
EST – Monitor DPFOTv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 273).
Short pin 1 to 2
EST – Monitor DPFOTv < 1.0 V If > 1.0 V, check DPFOT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace DPFOT
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4760A. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to C1-10 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to C1-27 <5Ω If > 5 Ω, check for OPEN circuit.

ECB1 (Engine Compression Brake 1)

SPN FMI Condition Possible Causes

1072 3 ECB1 Control short to PWR • ECB1 control circuit short to PWR
• Failed ECB1 solenoid
1072 4 ECB1 Control short to GND • ECB1 control circuit short to GND
• Failed ECB1 solenoid
1072 5 ECB1 Control open load/circuit • ECB1 control OPEN circuit
• Failed ECB1 solenoid

Figure 148 ECB1 circuit diagram

Tools • Electronic Service Tool (EST) with

Connector Voltage Check – ECB1 Disconnected

Connect Breakout Harness to engine harness 4484. Leave ECB1 disconnected. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 275).
2 to GND 3.5 V ± 1.0 V If < 2.5 V, check for OPEN circuit. Do Harness Resistance
Check (page 275).
If measurements are within specifications, do Operational Voltage Check (page 275).

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 4484 between ECB1 and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command ECB1 to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND 5% = 12 V ± 2.0 V If < 10 V, check for OPEN circuit.
2 to GND 95% = 0.5 V ± 0.5 V If > 1 V, check for OPEN circuit or failed ECB1.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4484 to ECB1 and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Specifications Comment
1 to 2 9Ω If not within specification, replace the ECB1.
If measurements are within specifications, go to Harness Resistance Check (page 275).

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4484. Leave ECM and
ECB1 disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1–50 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-49 <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If DTC returns, replace ECB1.

ECB2 (Engine Compression Brake 2)

SPN FMI Condition Possible Causes

1073 3 ECB2 Control short to PWR • ECB2 control circuit short to PWR
• Failed ECB2 solenoid
1073 4 ECB2 Control short to GND • ECB2 control circuit short to GND
• Failed ECB2 solenoid
1073 5 ECB2 Control open load/circuit • ECB2 control OPEN circuit
• Failed ECB2 solenoid

Figure 149 ECB2 circuit diagram

Tools • Breakout Harness 4484 (ECB)

Connector Voltage Check – ECB2 Disconnected

Connect Breakout Harness 4484 to engine harness. Leave ECB2 disconnected. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 277).
2 to GND 3.5 V ± 1.0 V If < 2.5 V, check for OPEN circuit. Do Harness Resistance
Check (page 277).
If measurements are within specifications, do Operational Voltage Check (page 277).

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 4484 between ECB2 and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command ECB2 to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND 5% = 12 V ± 2.0 V If < 10 V, check for OPEN circuit.
2 to GND 95% = 0.5 V ± 0.5 V If > 1 V, check for OPEN circuit or failed ECB2.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4484 to ECB2 and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
1 to 2 9Ω If not within specification, replace ECB2.
If measurements are within specifications, go to Harness Resistance Check (page 277).

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4484. Leave ECM and
ECB2 disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1–05 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-47 <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If DTC returns, replace ECB2.

ECB3 (Engine Compression Brake 3)

SPN FMI Condition Possible Causes

1073 3 ECB3 Control short to PWR • ECB3 control circuit short to PWR
• Failed ECB3 solenoid
1073 4 ECB3 Control short to GND • ECB3 control circuit short to GND
• Failed ECB3 solenoid
1073 5 ECB3 Control open load/circuit • ECB3 control circuit OPEN
• Failed ECB3 solenoid

Figure 150 ECB3 circuit diagram

Tools • Breakout Harness 4484 (ECB)

Connector Voltage Check – ECB3 Disconnected

Connect Breakout Harness 4484 to engine harness. Leave ECB3 disconnected. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 279).
2 to GND 3.5 V ± 1.0 V If < 2.5 V, check for OPEN circuit. Do Harness Resistance
Check (page 279).
If measurements are within specifications, do Operational Voltage Check (page 279).

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 4484 between ECB3 and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command ECB3 to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND 5% = 12 V ± 2.0 V If < 10 V, check for OPEN circuit.
2 to GND 95% = 0.5 V ± 0.5 V If > 1 V, check for OPEN circuit or failed ECB3.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 4484 to ECB3 and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
1 to 2 9Ω If not within specification, replace ECB3.
If measurements are within specifications, go to Harness Resistance Check (page 279).

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4484. Leave ECM and
ECB3 disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-50 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-49 <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If DTC returns, replace ECB3.

ECL Sensor (Engine Coolant Level)

SPN FMI Condition Possible Causes

111 1 Low Engine Coolant level • Low coolant level
• Engine coolant system mechanical failure –
check for leaks or boiling out

Figure 151 ECL sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, verify DTC is active
• ZTSE4498 – 3-Banana Plug Harness
for this sensor.
• ZTSE4497 – 500 Ohm Resistor Harness
• If code is previously active, wiggle the
• ZTSE4899 – Big Bore Terminal Test Probe Kit harness of the suspect sensor. If the
circuit is interrupted, the DTC will go
• Breakout Harness 4484 (ECL)
active.
• Digital Multimeter (DMM)
• If code is active, proceed to Pinpoint ECL
• Electronic Service Tool (EST) with System Fault.
ServiceMaxx™ software
NOTE: Inspect connectors for damaged, corrosion, or
• NAVCoM or NAVLink Interface Kit loose pins. Repair if necessary.

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.

SPN 111/FMI 1 – Low Engine Coolant level

Pinpoint ECL System Fault
1. Check for low coolant level. If coolant is not low, go to Connector Voltage Check.

Connector Voltage Check

Disconnect ECL switch. Turn ignition switch to ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 0V If > 0.5 V, check for short to PWR.
2 to GND 12 V ± 2.0 V If < 10.0 V, check for OPEN circuit.

Harness Resistance Check

Turn ignition switch to OFF. Leave sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to C1-49 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to C1-42 <5Ω If > 5 Ω, check for OPEN circuit.

ECM Power (Engine Control Module)

SPN FMI Condition Possible Causes

158 15 ECM Switched voltage too HIGH • Jump start using more than system voltage
• Batteries wired incorrectly
158 17 ECM Switched voltage too LOW • Low, discharged batteries
• Charging system failure
• High resistance in ECM powering circuits

Figure 152 ECM PWR (Input Power) circuit diagram

SPN 158 FMI 15- ECM Switched voltage too HIGH

Pinpoint ECM System Fault
1. Turn engine OFF and measure battery voltage.
• If battery voltage is above 16 V, batteries are wired incorrectly. Repair circuitry.
2. Start engine and measure battery voltage.
• If battery voltage is above 16 V, repair charging system.

SPN 158 FMI 17- ECM Switched voltage too LOW

Pinpoint ECM System Fault
1. Start engine and measure battery voltage.
• If battery voltage is below 10 V, repair charging system.
• If voltage is above 12 V, continue to next step.
2. Using ServiceMaxx™ software, monitor Switched Battery voltage.
• If battery voltage is below 10 V, continue pinpoint diagnostics.

Voltage Checks at ECM

Connect breakout 180-pin box between ECM and vehicle harness. Turn the ignition switch to ON. Use
DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
C1-01 to GND B+ If < B+, check for OPEN in B+ circuit.
C1-03 to GND B+ If < B+, check for OPEN in B+ circuit.
C1-05 to GND B+ If < B+, check for OPEN in B+ circuit.
C2-01 to GND B+ If < B+, check for OPEN in B+ circuit.
C1-19 to GND B+ If < B+, check for OPEN in Timer circuit.
C1-17 to GND B+ If < B+, check for OPEN in SWBAT circuit.
C1-02 to B+ B+ If < B+, check for OPEN in ground circuit.
C1-04 to B+ B+ If < B+, check for OPEN in ground circuit.
C1-06 to B+ B+ If < B+, check for OPEN in ground circuit.
C2-02 to B+ B+ If < B+, check for OPEN in ground circuit.

ECM Power Output (Engine Control Module)

SPN FMI Condition Possible Causes

3597 4 ECM Power Output 1 below normal • ECM Power Output 1 circuit short to GND
ECM Pins: C1-31, C1-33, C1-54,
C2-51, E1-01 and E1-51
3598 4 ECM Power Output 2 below normal • ECM Power Output 2 circuit short to GND
ECM Pins: C1-42, C2-06, E1-05,
E1-28, E1-29 and E1-54
3599 4 ECM Power Output 3 below normal • ECM Power Output 3 circuit short to GND
ECM Pins: C1-30, C2-03, E1-24,
E1-26, and E1-27

Figure 153 ECM PWR (Output Power) circuit diagram

Voltage Checks for SPN 3597 FMI 4 – ECM Power Output 1

Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
C1-31 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
C1-33 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
C1-54 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
C2-51 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-01 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-51 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).

Voltage Checks for SPN 3598 FMI 4 – ECM Power Output 2

Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
C1-42 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
C2-06 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-05 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-28 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-29 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-54 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).

Voltage Checks for SPN 3599 FMI 4 – ECM Power Output 3

Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
C1-30 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
C2-03 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-24 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-26 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).
E1-27 to GND B+ If < B+, check for short to GND or internally shorted component. Do
Harness Resistance Check (page 286).

Harness Resistance Check for SPN 3597 FMI 4 – ECM Power Output 1
NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM disconnected. Use DMM to
measure resistance.
Test Point Specification Comment – < Less than, > Greater than
C1-31 to GND > 1k Ω If < 1k Ω, check for short circuit.
C1-33 to GND > 1k Ω If < 1k Ω, check for short circuit.
C1-54 to GND > 1k Ω If < 1k Ω, check for short circuit.
C2-51 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-01 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-51 to GND > 1k Ω If < 1k Ω, check for short circuit.

Harness Resistance Check for SPN 3598 FMI 4 – ECM Power Output 2
NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM disconnected. Use DMM
to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
C1-42 to GND > 1k Ω If < 1k Ω, check for short circuit.
C2-06 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-05 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-28 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-29 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-54 to GND > 1k Ω If < 1k Ω, check for short circuit.

Harness Resistance Check for SPN 3599 FMI 4 – ECM Power Output 3
NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM disconnected. Use DMM
to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
C1-30 to GND > 1k Ω If < 1k Ω, check for short circuit.
C2-03 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-24 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-26 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-27 to GND > 1k Ω If < 1k Ω, check for short circuit.

ECM Self-Diagnostics (Engine Control Module)

SPN FMI Condition Possible Causes

108 3 BARO signal Out of Range HIGH Internal ECM failure, replace ECM
108 4 BARO signal Out of Range LOW Internal ECM failure, replace ECM
628 12 ECM Memory Error Internal ECM failure, replace ECM
629 8 Engine Off timer fault Internal ECM failure, replace ECM
629 12 ECM Internal chip Error Internal ECM failure, replace ECM
629 14 ECM Internal component Internal ECM failure, replace ECM
overtemperature

SPN 108 FMI 3- BARO signal Out of Range HIGH

Checks whether the signal from the BARO sensor is above the maximum threshold.
Pinpoint ECM Self-Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

SPN 108 FMI 4 - BARO signal Out of Range LOW

Checks whether the signal from the BARO sensor is below the minimum threshold.
Pinpoint ECM Self-Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

SPN 628 FMI 12 - ECM Memory Error

Pinpoint ECM Self-Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

SPN 629 FMI 8 - Engine Off timer fault

Pinpoint ECM Self-Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

SPN 629 FMI 12 - ECM Internal chip Error

Pinpoint ECM Self-Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

SPN 629 FMI 14 - ECM Internal component

Pinpoint ECM Self-Diagnostic Fault
1. Clear DTC, cycle ignition switch.
2. If DTC is still active, replace ECM.

ECP Sensor (Engine Coolant Pressure)

SPN FMI Condition Possible Causes

109 3 ECP signal Out of Range HIGH • ECP signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed ECP sensor
• Missing or failed overflow cap
109 4 ECP signal Out of Range LOW • ECP signal circuit short to GND
• VREF circuit OPEN
• Failed ECP sensor
109 18 Engine coolant pressure too low • Radiator pressure cap missing or damaged
• Coolant hose broken or leaking
• Leaking Coolant System

Figure 154 ECP sensor circuit diagram

Tools • Breakout Harness 4850 (ECP)

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
Monitor Test.
2. Monitor sensor voltage and verify an active
DTC for this sensor.
• If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check

Connect Breakout Harness 4850 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor ECPv 5.0 V ± 0.5 V If < 4.5 V, check ECP signal circuit for short to GND
DMM – Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF5 circuit for short to PWR.
2 to GND If < 4.5 V, check VREF5 circuit for OPEN or short to GND.
Do Harness Resistance Check (page 291).
DMM – Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND circuit for OPEN. Do Harness
voltage Resistance Check (page 291).
2 to 1
EST – Monitor ECPv 0V If > 0.5 V, check ECP signal circuit for OPEN. Do Harness
Resistance Check (page 291).
Short across Breakout
Harness pins 1 and 3
If checks are within specification, connect sensor and clear DTCs. If active DTC remains, replace ECP
sensor.

Connector Voltage Check

Connect Breakout Harness 4850. Leave ECP sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
2 to GND 5 V ± 0.5 V If > 5.5 V, check VREF5 circuit for short to PWR.
If < 4.5 V, check VREF5 circuit for OPEN or short to GND.
Do Harness Resistance Check (page 291).
3 to GND 5 V ± 0.5 V If < 4.5 V, check ECP signal circuit for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4850. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to E1-87 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short to GND.
2 to E1-93 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short to GND.
3 to E1-60 <5Ω If > 5 Ω, check for OPEN circuit.

ECT1 Sensor (Engine Coolant Temperature 1)

SPN FMI Condition Possible Causes

110 3 ECT1 signal Out of Range HIGH • ECT1 signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed ECT1 sensor
110 4 ECT1 signal Out of Range LOW • ECT1 signal circuit short to GND
• Failed ECT1 sensor
110 11 Event Logger-Coolant Temperature • Coolant tempurature hot, exceeded dealer
hot, extreme programmed warning/critical temperature
• Biased ECT1 sensor or circuit
• Engine coolant system failure, see Coolant
System (page 69).

Figure 155 ECT1 sensor circuit diagram

Tools • NAVCoM or NAVLink Interface Kit

• 1180-N4-0X0 – 180-Pin Breakout Box
Pinpoint Diagnostics With ServiceMaxx™ Software
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness WARNING: To prevent personal injury or death,
stay clear of rotating parts (belts and fan) and hot
• ZTSE4899 – Big Bore Terminal Test Probe Kit
engine surfaces.
• Breakout Harness 4827 (ECT)
1. Using Electronic Service Tool (EST) with
• Digital Multimeter (DMM) ServiceMaxx™ software, run the Continuous
Monitor Test.
• Electronic Service Tool (EST) with
ServiceMaxx™ software

2. Monitor sensor voltage and verify an active

DTC for this sensor.
• If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4827. Leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment– < Less than, > Greater than
EST – Monitor ECT1v 4.5 V to 5 V If < 4.5 V, check ECT1 signal circuit for short to GND.
EST – Monitor ECT1v 0V If > 0.25 V, check ECT1 signal circuit for OPEN. Do
Harness Resistance Check (page 293).
Short pin 1 to GND
EST – Monitor ECT1v 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 293).
Short pin 1 to 3
EST – Monitor ECT1v < 1.0 V If > 1.0 V, check ECT1 signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace ECT1
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4827. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 4.5 V to 5 V If < 4.5 V, check for short to GND.
3 to B+ B+ If < B+, check for short to PWR.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4827. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-14 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1-68 <5Ω If > 5 Ω, check for OPEN circuit.

ECT2 Sensor (Engine Coolant Temperature 2)

SPN FMI Condition Possible Causes

4076 3 ECT2 signal Out of Range HIGH • ECT2 signal circuit OPEN or short to PWR
• Failed ECT2 sensor
4076 4 ECT2 signal Out of Range LOW • ECT2 signal circuit short to GND
• Failed ECT2 sensor

Figure 156 ECT2 sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 4827 (ECT)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Cold Soak
Sensor Compare Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4827. Leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment– < Less than, > Greater than
EST – Monitor ECT2v 4.5 V to 5 V If <4.5 V, check ECT2 signal circuit for short to GND.
EST – Monitor ECT2v 0V If > 0.25 V, check ECT2 signal circuit for OPEN. Do
Harness Resistance Check (page 295).
Short pin 1 to GND
EST – Monitor ECT2v 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 295).
Short pin 1 to 3
EST – Monitor ECT2v < 1.0 V If > 1.0 V, check ECT2 signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace ECT2
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4827. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-71 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1-44 <5Ω If > 5 Ω, check for OPEN circuit.

EFC (Engine Fan Control – Two Speed)

SPN FMI Condition Possible Causes

647 3 EFC short to PWR • EFC circuit short to PWR
647 4 EFC short to GND • EFC circuit short to GND
647 5 EFC open load/circuit • EFC circuit OPEN
• Failed engine fan

Figure 157 Two-Speed EFC circuit diagram

Tools input sheave speed, and when the air clutch releases,
the fan runs at a nominal speed driven by a magnetic
• 1180-N4-0X0 – 180-Pin Breakout Box
eddy current system that produces 300-400 rpm at
• Digital Multimeter (DMM) idle and 700-900 rpm at when the engine rpm is 1900.
This provides improved cooling and delays the fan
• Electronic Service Tool (EST) with
coming on in high ambient temperatures or at high
ServiceMaxx™ software
loads.
• NAVCoM or NAVLink Interface Kit
The difference between the single-speed and
two-speed EFCs is internal to the fan hub; both
Function Two-Speed EFC
fans have identical external circuitry.
The purpose of the engine fan is to force a higher
airflow through the radiator when the A/C is on or the EFC – Two Speed Sensor Circuit Operation
ECT goes above a set temperature.
The default state of the EFC is ON. B+ is needed to
The single-speed EFC is an air-actuated, belt-driven turn the fan OFF.
on-off design. When engaged, the fan runs at input
ECM Pin C1–18 controls the EFC to shut off by
sheave speed, and when disengaged the fan speed
supplying PWR to the EFC deactivating it.
is close to zero.
The two-speed EFC is an air-actuated, belt-driven
two-speed drive. When engaged, the fan runs at

Voltage Check at Single or Two-Speed EFC Connector - Actuator Test

Disconnect single or two-speed EFC 2-pin connector. Turn the ignition switch to ON. Run Actuator Test.
Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
A to GND 0 V to 0.25 V If > 0.25V, check for short to PWR.
B to GND 0 V to 0.25 V If > 0.25V, check for short to PWR.
Actuator Test - at HIGH state
A to GND 0 V to 0.25 V If > 0.25V, check for short to PWR.
Actuator Test - at LOW state
A to GND B+ If < B+, check EFC circuit for OPEN or short to GND. Do Harness
Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM disconnected.
Test Point Specification Comment – < Less than, > Greater than
A to GND <5Ω If > 5 Ω, check for OPEN circuit between EFC and GND.
C1-18 to B <5Ω If > 5 Ω, check for OPEN circuit between ECM and EFC.
If voltage and resistance measurements are within specification, but DTC is still active or EFC does not
work, replace the EFC.

EGRT Sensor (Exhaust Gas Recirculation

Temperature)

SPN FMI Condition Possible Causes

412 1 EGRT signal stuck low, not warming • Biased EGRT sensor or circuit
up
412 3 EGRT signal Out of Range HIGH • EGRT signal circuit OPEN or shorted to PWR
• SIG GND circuit OPEN
• Failed EGRT sensor
412 4 EGRT signal Out of Range LOW • EGRT signal circuit short to GND
• Failed EGRT sensor or circuit

Figure 158 EGRT sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 4760A (EGRT)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.

NOTE: Inspect connectors for damaged pins,

corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4760A and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment– < Less than, > Greater than
EST – Monitor EGRTv 4.5 – 5 V If <4.5 V, check EGRT signal circuit for short to GND.
EST – Monitor EGRTv 0V If > 0.25 V, check EGRT signal circuit for OPEN. Do
Harness Resistance Check.
Short pin 1 to GND
EST – Monitor EGRTv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check.
Short pin 1 to 2
EST – Monitor EGRTv < 1.0 V If > 1.0 V, check EGRT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 2
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EGRT
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4760A to engine harness and leave EGRT sensor disconnected. Turn ignition
switch to ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 5V If < 4.5 V, check EGRT signal circuit for short to GND.
2 to B+ B+ If < B+, check SIG GND for OPEN circuit.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4760A. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-94 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1- 95 <5Ω If > 5 Ω, check for OPEN circuit.

EGR Valve (Exhaust Gas Recirculation)

SPN FMI Condition Possible Causes

27 0 EGRP fault: over temperature • EGR overheated
• Low coolant flow through EGR
• Hot soaking after hard run and
shut down
• Low coolant level
• Failed Coolant Flow Valve (CFV)
27 3 EGRP signal Out of Range HIGH • EGRP circuit short to PWR
27 4 EGRP signal Out of Range LOW • EGRP circuit short to GND
27 7 EGRP does not agree with • Sticking or failed EGR valve
commanded position
• EGRP circuit fault
• EGRC circuit fault
2791 3 EGRC short to PWR • EGRC circuit short to PWR
2791 5 EGRC open load/circuit • EGRC circuit OPEN
• Failed EGR valve
2791 8 EGR valve not receiving ECM PWM • Broken return spring in EGR valve
signal

Figure 159 EGR Valve circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, load the Actuator
• Breakout Harness 6016 (EGR)
session.
• Digital Multimeter (DMM)
2. Select EGR Position from the Actuator
• Electronic Service Tool (EST) with drop-down menu on the right side.
ServiceMaxx™ software
3. Command actuator movement by clicking on
• NAVCoM or NAVLink Interface Kit the Start Test button. Monitor EGR Position
(EGRP) and EGR Valve CTL (EGRC).
• If EGRP does not closely match EGRC,
check EGR valve for mechanical
problem.
• If EGR valve does not move, continue to
Connector Voltage Check (page 302).

Connector Voltage Check — EGR Valve Disconnected

Connect Breakout Harness 6016 to engine harness. Leave EGR valve disconnected. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
4 to battery positive B+ If < B+, check for OPEN in GND circuit. Do Harness
Resistance Check (page 303).
3 to GND B+ If < B+, check for OPEN in SWBAT circuit or blown fuse.
2 to GND 5.0 V ± 1.0 V If > 6 V, check for short to PWR.
If < 4 V, check for OPEN or short to GND. Do Harness
Resistance Check (page 303).
1 to GND 0V-1V If > 1 V, check for short to PWR.
If measurements are within specifications, do Operational Voltage Check.

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 6016 between EGR valve and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command EGRP to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND 5% = 3.0 V ± 1.0 V If > 4.0 V, check for OPEN or short to PWR.
If < 2.0 V, check for short circuit or failed EGR valve.
2 to GND 95% = 0.8 V ± 0.5 V If > 1.3 V, check for OPEN or short to PWR.
1 to GND 5% = 7.5 V ± 1.0 V If > 8.5 V, check for short to PWR.
If < 6.5 V, check for short circuit.
1 to GND 95% = 0.5 V ± 0.5 V If > 1.0 V, check for OPEN circuit or failed EGR valve.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 6016 to engine harness.
Leave EGR valve and ECM disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1–77 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to C2-16 <5Ω If >5 Ω, check for OPEN circuit.
4 to GND <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If the DTC returns, replace the
EGR valve.

EOL Sensor (Engine Oil Level)

NOTE: The EOL sensor may or may not be ECM
controlled, depending on the engine build. If engine is
not equipped with an EOL sensor and any of the below
codes are active, disable programmable parameter
99841 (oil level sensor enable) and clear DTCs.

SPN FMI Condition Possible Causes

98 3 EOL signal Out of Range HIGH • EOL signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed EOL sensor
98 4 EOL signal Out of Range LOW • EOL signal circuit short to GND
• Failed EOL sensor
1135 3 EOT2 signal Out of Range HIGH • EOT2 signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed EOL sensor
1135 4 EOT2 signal Out-of-Range LOW • EOT2 signal circuit short to GND
• Failed EOL sensor

Figure 160 EOL sensor circuit diagram

Tools • Breakout Harness 6004 (EOL)

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
Monitor session.
2. Monitor sensor voltage. Verify an active DTC
for the sensor.
• If DTC is inactive, monitor the signal
while wiggling the connector and all wires
at suspected location. If the circuit is
interrupted, the signal will spike and the
DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Disconnect engine harness from sensor.
Test Point Specification Comment– < Less than, > Greater than
EST – Monitor EOLv 4.5 V – 5 V If < 4.5 V, check EOL circuit for short to GND.

EST – Monitor EOT2v 4.5 V – 5 V If < 4.5 V, check EOT2 circuit for short to GND.
EST – Monitor EOLv 0V If > 0.5 V, check EOL circuit for OPEN. Do Harness
Resistance Check (page 306).
Short pin 1 to GND
EST – Monitor EOLv 0V If > 0.5 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 306).
Short pin 1 to 4
EST – Monitor EOT2v 0V If > 0.5 V, check EOT2 circuit for OPEN. Do Harness
Resistance Check (page 306).
Short pin 3 to GND
EST – Monitor EOT2v 0V If > 0.5 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 306).
Short pin 2 to 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EOL
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect breakout harness 6004. Leave EOL sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 5 V +/- 5 V If > 5.5 V, check EOL for short to PWR.
If < 4.5 V, check EOL for OPEN or short to GND. Do
Harness Resistance Check (page 306).
3 to GND 5V If > 5.5 V, check EOT2 for short to PWR.
If < 4.5 V, check EOT2 for OPEN or short to GND. Do
Harness Resistance Check (page 306).
2 to B+ B+ If < B+, check SIG GND for OPEN circuit.
4 to B+ B+ If < B+, check SIG GND for OPEN circuit.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and breakout harness 6004. Leave EOL sensor
and ECM disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND in EOL circuit.
1 to E1-64 <5Ω If > 5 Ω, check for OPEN in EOL circuit.
2 to E1-45 <5Ω If > 5 Ω, check for OPEN in SIG GND circuit.
3 to GND >1k Ω If < 1k Ω, check for short to GND in EOT2 circuit.
3 to C1-15 <5Ω If > 5 Ω, check for OPEN in EOT2 circuit.
4 to E1-46 <5Ω If > 5 Ω, check for OPEN in SIG GND circuit.

EOP Sensor (Engine Oil Pressure)

SPN FMI Condition Possible Causes

100 3 EOP signal Out of Range HIGH • EOP signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed EOP sensor
100 4 EOP signal Out of Range LOW • EOP signal circuit short to GND
• VREF5 circuit OPEN
• Failed EOP sensor

Figure 161 EOP sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 4882 (EOP)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check

Connect Breakout Harness 4882 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor EOPv 5.0 V ± 0.5 V If < 4.5 V, check EOP signal circuit for short to GND.
DMM – Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF5 circuit for short to PWR.
1 to GND If < 4.5 V, check VREF5 circuit for OPEN or short to GND.
Do Harness Resistance Check (page 308).
DMM – Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND circuit for OPEN. Do Harness
voltage Resistance Check (page 308).
1 to 2
EST – Monitor EOPv 0V If > 0.5 V, check EOP signal circuit for OPEN. Do Harness
Resistance Check (page 308).
Short across breakout
harness pins 2 and 3
If checks are within specification, connect sensor and clear DTCs. If active DTC remains, replace EOP
sensor.

Connector Voltage Check

Connect Breakout Harness 4882. Leave EOP sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 5 V ± 0.5 V If > 5.5 V, check VREF5 circuit for short to PWR.
If < 4.5 V, check VREF5 circuit for OPEN or short to GND.
Do Harness Resistance Check (page 308).
2 to GND 0V If > 0.25V, check SIG GND circuit for short to PWR.
3 to GND 5 V ± 0.5 V If < 4.5 V, check EOP signal circuit for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4882. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to E1-82 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short to GND.
2 to E1-19 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short to GND.
3 to E1-10 <5Ω If > 5 Ω, check for OPEN circuit.

EOT Sensor (Engine Oil Temperature)

SPN FMI Condition Possible Causes

175 3 EOT signal Out of Range High • EOT signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed EOT sensor
175 4 EOT signal Out of Range LOW • EOT signal circuit short to GND
• Failed EOT sensor

Figure 162 EOT sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 4827 (EOT)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4827. Leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment– < Less than, > Greater than
EST – Monitor EOTv 4.5 V to 5 V If < 4.5 V, check EOT signal circuit for short to GND.
EST – Monitor EOTv 0V If > 0.25 V, check EOT signal circuit for OPEN. Do
Harness Resistance Check (page 310).
Short pin 1 to GND
EST – Monitor EOTv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check (page 310).
Short pin 1 to 3
EST – Monitor EOTv < 1.0 V If > 1.0 V, check EOT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace EOT
sensor.

Pinpoint Diagnostics Without ServiceMaxx™ Software

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4827. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-36 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1-63 <5Ω If > 5 Ω, check for OPEN circuit.

ETV (Engine Throttle Valve)

SPN FMI Condition Possible Causes

51 0 ETP fault: over temperature • ETV internal failure
51 3 ETP signal Out of Range HIGH • ETP circuit short to PWR
51 4 ETP signal Out of Range LOW • ETP circuit short to GND
51 7 ETP does not agree with commanded • Sticking or failed ETV
position
• ETP circuit fault
• ETC circuit fault
3464 3 ETC short to PWR • ETC circuit short to PWR
• Failed ETV
3464 5 ETC open load/circuit • ETC circuit OPEN
• Failed ETV
3464 8 ETC not receiving command from • ETC circuit fault
ECM

Figure 163 ETV valve circuit diagram

Tools • NAVCoM or NAVLink Interface Kit

• 1180-N4-0X0 – 180-Pin Breakout Box
Pinpoint Diagnostics With ServiceMaxx™ Software
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness WARNING: To prevent personal injury or death,
stay clear of rotating parts (belts and fan) and hot
• ZTSE4899 – Big Bore Terminal Test Probe Kit
engine surfaces.
• Breakout Harness 6016 (ETV)
1. Using Electronic Service Tool (EST) with
• Digital Multimeter (DMM) ServiceMaxx™ software, load the Actuator
session.
• Electronic Service Tool (EST) with
ServiceMaxx™ software 2. Select ETV Position from the Actuator
drop-down menu on the right side.

3. Command actuator movement by clicking

on the Start Test button. Monitor Engine
Throttle Position (ETP) and Engine Throttle
CTL (ETC).
• If ETP does not closely match ETC, check
ETV for mechanical problem.
• If ETV does not move, continue to
Connector Voltage Check.

Connector Voltage Check — ETV Disconnected

Connect Breakout Harness 6016 to engine harness. Leave ETV disconnected. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
4 to battery positive B+ If < B+, check for OPEN in GND circuit.
3 to GND B+ If < B+, check for OPEN in SWBAT circuit or blown fuse.
2 to GND 12 V ± 2.0 V If < 10 V, check for OPEN or short to GND. Do Harness
Resistance Check (page 313).
1 to GND 0V-1V If > 1 V, check for short to PWR.
If measurements are within specifications, do Operational Voltage Check.

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 6016 between ETV and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command ETVP to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND 5% = 3.0 V ± 1.0 V If > 4.0 V, check for OPEN or short to PWR.
If < 2.0 V, check for short circuit or failed ETV.
2 to GND 95% = 0.8 V ± 0.5 V If > 1.3 V, check for OPEN or short to PWR.
1 to GND 5% = 7.5 V ± 1.0 V If > 8.5 V, check for short to PWR.
If < 6.5 V, check for short circuit.
1 to GND 95% = 0.5 V ± 0.5 V If > 1.0 V, check for OPEN circuit or failed ETV.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 6016 to engine harness.
Leave ETV and ECM disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-75 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-57 <5Ω If > 5 Ω, check for OPEN circuit.
4 to GND <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If the DTC returns, replace the
ETV.

EWPS (Engine Warning Protection System)

SPN FMI Condition Possible Causes

100 1 Engine Oil System below critical • Biased EOP sensor or circuit
pressure
• Engine oil system mechanical failure
100 11 Engine oil pressure below dealer • Lubrication system suction side leak (pickup
programmed engine RPM value tube)
• Engine oil system mechanical failure
• Biased EOP sensor or circuit
100 17 Low engine oil pressure, event log • Oil pressure regulator stuck open
• Biased EOP sensor or circuit
• Engine oil system mechanical failure
100 18 Engine Oil System below Warning • Biased EOP sensor or circuit
Pressure
• Engine oil system mechanical failure
110 0 Engine Coolant System above Critical • Biased ECT1 sensor or circuit
Temperature
• Low coolant level
• Engine coolant system mechanical failure
110 11 Event logger, coolant temperature hot, • Coolant temperature exceeded dealer
extreme programmed warning / critical limit
• Biased ECT1 sensor or circuit
• Engine coolant system mechanical failure
110 15 Engine Coolant System above • Biased ECT1 sensor or circuit
Warning Temperature
• Low coolant level
• Engine coolant system mechanical failure
111 1 Low Engine Coolant Level • Low coolant level
• Engine coolant system mechanical failure –
check for leaks or boiling out
175 0 Engine Oil System above critical • Biased EOT sensor or circuit
temperature
• Failed engine oil cooler
175 11 Oil Temperature exceeds limit by large • Oil temperature exceeded dealer programmed
amount limit
• Plugged or failed engine oil cooler
175 15 Engine Oil System above warning • Biased EOT sensor or circuit
temperature

190 0 Engine Overspeed - Most Severe • Transmission in too low of a gear at high
Level vehicle speed
• Shifting in too low of gear downhill
• Injectors over-fueling
190 11 Engine Overspeed, event log • Engine speed exceeded preset limits
190 15 Engine Overspeed detected • Transmission in too low of a gear at high
vehicle speed
• Shifting in too low of gear downhill
1110 31 ECM detects fueling without driver • Electrical failure
demand
2588 0 Vehicle overspeed 1, event log, • Vehicle speed exceeded dealer programmed
extreme value overspeed level 1 and programmed
extreme value
2588 15 Vehicle overspeed 1, event log, • Vehicle speed exceeded dealer programmed
non-extreme value overspeed level 1

2589 0 Vehicle overspeed 2, event log, • Vehicle speed exceeded dealer programmed
extreme value overspeed level 2 and programmed
extreme value
2589 15 Vehicle overspeed 2, event log, • Vehicle speed exceeded dealer programmed
non-extreme value overspeed level 2
4076 0 ECT2 above Critical (EWPS • Biased ECT2 sensor or circuit
programmable limit)
• Low coolant level
• Engine coolant system mechanical failure
4076 15 ECT2 above Warning (EWPS • Biased ECT2 sensor or circuit
programmable limit)
• Low coolant level
• Engine coolant system mechanical failure

Figure 164 Functional diagram for the EWPS

Function Warning (Amber Triangle Light) – Temperature above

specific threshold sounds a buzzer, illuminates the red
The EWPS warns the operator of conditions that can
OIL/WATER (OWL) lamp, and sets a DTC.
damage the engine.
Critical (Exclamation Mark Stop Lamp) – Temperature
The Standard Warning System is the base system in
above specific threshold shuts down the engine and
which all engines are equipped. If one of these faults
sets a DTC.
are detected, the ECM illuminates the red engine lamp
and sets a corresponding DTC. Event log – This feature logs occurrences of the event
according to the engine hours and odometer readings.
The following optional features to this base system
provide added warning or protection.
EWPS Programmable Parameters
Standard Warning – No engine shutdown available.
• 1 = 3-way Warning
• ECT - Engine overheat warning
• 2 = 3-way Protection
• EOP - Low engine oil pressure warning
• 3 = Standard Warning
3-way Warning – No engine shutdown available.
ECT Warning Temperature – Specifies temperature
• ECT - Engine overheat warning threshold where the Triangle Warning light and
warning buzzer is turned on.
• EOP - Low engine oil pressure warning
ECT Critical Temperature – Specifies temperature
• ECL - Low engine coolant level warning
threshold where an engine shutdown is commanded
3-way Protection – Engine shutdown is available if (Exclamation Engine Stop lamp).
critical condition is detected.
EOP Engine Speed Region Boundary 1 (600 RPM) –
• ECT, EOP, ECL - Same as 3-way Warning Specifies at what RPM a specified oil pressure (EOP
Critical Pressure for Region 1) should be detected.
• ECT - Engine overheat critical protection
EOP Engine Speed Region Boundary 2 (800 RPM) –
• EOP - Low engine oil pressure critical protection
Specifies at what RPM a specified oil pressure (EOP
• ECL - Low engine coolant level critical protection Critical Pressure for Region 2) should be detected.

EOP Engine Speed Region Boundary 3 (1000 RPM) – EOP Critical Pressure for Region 1 (7.5 psi/52 kPa) –
Specifies at what RPM a specified oil pressure (EOP Specifies the minimum oil pressure with engine speed
Critical Pressure for Region 3) should be detected. greater than (EOP Engine Speed Region Boundary 1).
Failure to meet set point commands an engine shut
EOP Warning Pressure for Region 1 (10 psi/69 kPa) –
down.
Specifies the minimum oil pressure with engine speed
greater than (EOP Engine Speed Region Boundary 1 EOP Critical Pressure for Region 2 (12 psi/83 kPa) –
). Failure to meet set point turns on the OIL/WATER Specifies the minimum oil pressure with engine speed
lamp and warning buzzer. greater than (EOP Engine Speed Region Boundary 1)
but less than (EOP Engine Speed Region Boundary
EOP Warning pressure for Region 2 (16 psi/110 kPa)
2). Failure to meet set point commands an engine
– Specifies the minimum oil pressure with engine
shutdown.
speed greater than (EOP Engine Speed Region
Boundary 1) but less than (EOP Engine Speed EOP Critical Pressure for Region 3. (15 psi/103 kPa) –
Region Boundary 2). Failure to meet set point turns Specifies the minimum oil pressure with engine speed
on the OIL/WATER lamp and warning buzzer. greater than (EOP Engine Speed Region Boundary 2)
but less than (EOP Engine Speed Region Boundary
EOP Warning Pressure for Region 3 (20 psi/138 kPa)
3). Failure to meet set point commands an engine
– Specifies the minimum oil pressure with engine
shutdown.
speed greater than (EOP Engine Speed Region
Boundary 2) but less than (EOP Engine Speed
Region Boundary 3). Failure to meet set point turns
on the OIL/WATER lamp and warning buzzer.

FDP Sensor (Fuel Delivery Pressure)

SPN FMI Condition Possible Causes

94 0 Fuel Delivery Pressure above • Biased FDP sensor or circuit
maximum
• Restricted fuel return line
• Restricted fuel regulator valve
94 3 FDP signal Out of Range HIGH • FDP signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed FDP sensor
94 4 FDP signal Out of Range LOW • FDP signal circuit short to GND
• VREF5 circuit OPEN
• Failed FDP sensor

Figure 165 FDP sensor circuit diagram

Tools • NAVCoM or NAVLink Interface Kit

• 1180-N4-0X0 – 180-Pin Breakout Box
Pinpoint Diagnostics With ServiceMaxx™ Software
• ZTSE4498 – 3-Banana Plug Harness
• ZTSE4497 – 500 Ohm Resistor Harness WARNING: To prevent personal injury or death,
stay clear of rotating parts (belts and fan) and hot
• ZTSE4899 – Big Bore Terminal Test Probe Kit
engine surfaces.
• Breakout Harness 4881 (FDP)
1. Using Electronic Service Tool (EST) with
• Digital Multimeter (DMM) ServiceMaxx™ software, run the Continuous
Monitor Test.
• Electronic Service Tool (EST) with
ServiceMaxx™ software

2. Monitor sensor voltage and verify an active

DTC for this sensor.
• If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Biased
Sensor or Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

SPN 94 FMI 0 – Fuel pressure above maximum

Biased Sensor or Circuit Check
1. Turn ignition switch to ON, engine OFF
2. Using ServiceMaxx™ software, open the Continuous Monitor session.
3. Verify S_FDP volts are within specification. See “Appendix A: Performance Specifications.”
• If voltage is not within specification, check circuitry for poor continuity. If circuits are within
specification, replace FDP sensor.
4. Start engine and monitor FDP sensor.
• If above performance specification, see Fuel System in “Performance Diagnostics.”

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4881 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor FDPv 5.0 V ± 0.5 V If > 4.5 V, check FDP signal circuit for short to GND

DMM — Measure 5.0 V ± 0.5 V If > 5.5 V, check VREF5 for short to PWR.
voltage
If < 4.5 V, check VREF5 for OPEN or short to GND. Do
1 to GND Harness Resistance Check (page 320).
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check (page 320).
1 and 2
EST – Monitor FDPv 5 V ± 0.5 V If > 0.5 V, check FDP signal circuit for OPEN. Do Harness
Resistance Check (page 320).
Short across breakout
harness pins 2 to 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace FDP
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4881. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 5 V ± 0.5 V If > 5.5 V, check VREF5 for short to PWR.
If < 4.5 V, check VREF5 for OPEN or short to GND. Do
Harness Resistance Check (page 320).
2 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
3 to GND 5.0 V If <, 4.5 V, check FDP signal circuit for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4881. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to E1–81 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short to GND.
2 to E1–22 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short to GND.
3 to E1–35 <5Ω If > 5 Ω, check for OPEN circuit.

FPCV (Fuel Pressure Control Valve)

SPN FMI Condition Possible Causes

633 3 FPCV short to PWR • FPCV circuit short to PWR
• Failed FPCV
633 4 FPCV short to GND • FPCV circuit short to GND
• Failed FPCV
633 5 FPCV open load/circuit • FPCV circuit OPEN
• Failed FPCV

Figure 166 FPCV circuit diagram

Tools 2. Select FPCV Position from the Actuator

drop-down menu on the right side.
• 1180-N4-0X0 – 180-Pin Breakout Box
3. Command actuator movement by clicking on
• Breakout Harness 6021 (FPCV)
the Start Test button. Monitor FPCV Position.
• Digital Multimeter (DMM)
• If FPCV does not closely match FPCV,
• Electronic Service Tool (EST) with check FPCV valve for mechanical
ServiceMaxx™ software problem.
• NAVCoM or NAVLink Interface Kit • If FPCV valve does not move, continue
with pinpoint diagnostics.
Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, load the Actuator
session.

Connector Voltage Check – FPCV Disconnected

Connect Breakout Harness 6021 to engine harness. Leave FPCV disconnected. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
2 to GND B+ If < B+, OPEN circuit. Do Harness Resistance Check
1 to GND 0.8 V If >1.3 V, Check for OPEN circuit. Do Harness Resistance
Checks
If measurements are within specifications, do Operational Voltage Check.

Operational Voltage Check

NOTE: Ensure battery voltage is at or above 12 V before running this procedure.
1. Connect Breakout Harness 6021 between FPCV and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command FPCV to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 5% = 8.5 V ± 1.0 V If < 7.5 V, check for OPEN circuit. Do Harness Resistance
Check.
1 to GND 95% = 1.5 V ± 0.5 V If > 2.0 V, check for OPEN circuit or failed actuator.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 6021 to engine harness.
Leave FPCV and ECM disconnected. Use DMM to measure resistance.

Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
1 to E1-73 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for OPEN circuit.
2 to E1-25 <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, the FPCV is working correctly. See High-pressure
Fuel System (page 125) in “Hard Start and No Start Diagnostics.”

FRP Sensor (Fuel Rail Pressure)

SPN FMI Condition Possible Causes

157 3 FRP signal Out of Range HIGH • FRP signal circuit OPEN or short to PWR
• SIG GND circuit open
• Failed FRP sensor
157 4 FRP signal Out of Range LOW • FRP signal circuit short to GND
• VREF6 circuit OPEN
• Failed FRP sensor

Figure 167 FRP sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 4829 (FRP)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4829 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor FDPv 5.0 V ± 0.5 V If > 4.5 V, check FDP signal circuit for short to GND.

DMM — Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF6 for short to PWR.
1 to GND If < 4.5 V, check VREF6 for OPEN or short to GND. Do
Harness Resistance Check (page 324).
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check (page 324).
1 to 3
EST – Monitor FDPv 0V If > 0.5 V, check FDP signal circuit for OPEN. Do Harness
Resistance Check (page 324).
Short across breakout
harness pins 1 to 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace FRP
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4829. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
3 to GND 5.0 V ± 0.5 V If > 5.5 V, check VREF6 for short to PWR.
If < 4.5 V, check VREF6 for OPEN or short to GND. Do
Harness Resistance Check (page 324).
1 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
2 to GND 5.0 V ± 0.5 V If < 4.5 V, check FRP signal circuit for short to GND

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4829. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-21 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-34 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1-88 <5Ω If > 5 Ω, check for OPEN circuit.

FRP System (Fuel Rail Pressure)

SPN FMI Condition Possible Causes

157 0 FRP relief valve opening fault • Restricted fuel return line
• Low fuel level
• Fuel aeration
• Low-pressure fuel system above maximum
pressure
• FPCV circuit fault
157 14 FRP Relief Valve failure - Replace • Replace FRP relief valve and reset PP counter
valve & re-set Counter
3055 0 FRP exceeded maximum • Restricted fuel return line
• Low fuel level
• Fuel aeration
• Low-pressure fuel system above maximum
pressure
• FPCV circuit fault
3055 15 FRP below minimum with maximum • Low Fuel Delivery Pressure (FDP)
command
• Aerated fuel delivery
• Restricted fuel supply line
• Internal leak in high-pressure fuel system
• Leaking FRP relief valve
• Stuck or sticking FPCV
• High-pressure fuel pump fault
3055 16 FRP not as expected - Run • Low FDP
High-pressure Pump Test
• Aerated fuel delivery
• Restricted fuel supply line
• Internal leak in high-pressure fuel system
• Leaking FRP relief valve
3055 17 FRP above maximum with minimum • FPCV stuck open
command
• Biased high FRP sensor or circuit

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.

SPN 157 FMI 0 - FRP relief valve opening fault

At KOEO, verify FRP sensor is within specification. See “Appendix A: Performance Specifications."
Pinpoint FRP System Fault
1. Check for other active or previously active DTCs. Repair any electrical fault before continuing
with this procedure.
2. Verify fuel system is operating within specifications. See "Performance Diagnostics."

SPN 157 FMI 14 - FRP Relief Valve failure, Replace Valve and Re-set counter
Pinpoint FRP System Fault
1. Replace the fuel rail pressure relief valve and reset programmer parameters.

SPN 3055 FMI 0 - FRP exceeded maximum

Pinpoint FRP System Fault
1. Check for other active or inactive DTCs. Repair any electrical fault before continuing with this
procedure.
2. Verify fuel system is operating within specifications. See "Performance Diagnostics."

SPN 3055 FMI 15 - FRP below minimum with maximum command

Pinpoint FRP System Fault
1. Check for other active or inactive DTCs. Repair any electrical fault before continuing with this
procedure.
2. Verify fuel system and aeration is operating within specifications. See “Performance Diagnostics."
If low-pressure fuel system is acceptable, continue to step 3.
3. Run High-pressure Fuel Pump Test
If Test fails, replace High-pressure Pump.

SPN 3055 FMI 16 - FRP not as expected – Run High-pressure Pump Test
Pinpoint FRP System Fault
1. Check for other active or inactive DTCs. Repair any electrical fault before continuing with this
procedure.
2. Verify fuel system and aeration is operating within specifications. See "Performance Diagnostics."
If Low-pressure fuel system is acceptable, continue to step 3.
3. Using ServiceMaxx™ software Run High-pressure Pump Test.
If Test fails, replace High-pressure Pump.

SPN 3055 FMI 17 - FRP above maximum with minimum command

Pinpoint FRP System Fault
1. Check for other Active or Previous Active DTCs. Repair any electrical fault before continuing with
this procedure.
2. Check for Biased High FRP sensor at Key ON, Engine OFF (KOEO). See “Appendix A: Performance
Specifications.”

IMP Sensor (Intake Manifold Pressure)

SPN FMI Condition Possible Causes

102 2 IMP signal does not agree with BARO • Biased IMP sensor or circuit
102 3 IMP signal Out of Range HIGH • IMP signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed IMP sensor
102 4 IMP signal Out of Range LOW • IMP signal circuit short to GND
• VREF2 circuit OPEN
• Failed IMP sensor

Figure 168 IMP sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• ZTSE4498 – 3-Banana Plug Harness
Monitor Test.
• ZTSE4497 – 500 Ohm Resistor Harness
2. Monitor sensor voltage and verify an active
• ZTSE4899 – Big Bore Terminal Test Probe Kit DTC for this sensor.
• Breakout Harness 4850 (IMP) • If DTC is previously active, monitor signal
while wiggling harness of suspect sensor.
• Digital Multimeter (DMM)
If circuit is interrupted, signal will spike
• Electronic Service Tool (EST) with and DTC will go active.
ServiceMaxx™ software
• If DTC is active, continue to Biased
• NAVCoM or NAVLink Interface Kit Sensor or Circuit Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

SPN 102 FMI 2 – IMP signal does not agree with BARO
Biased Sensor or Circuit Check
1. Turn ignition key ON, engine OFF
2. Using ServiceMaxx™ software, open the Continuous Monitor session.
3. Verify S_IMP volts are within specification. See “APPENDIX A: PERFORMANCE
SPECIFICATIONS.”
• If voltage is not within specification, check circuitry for poor continuity. If circuits are within
specification, replace IMP sensor.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4850 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor IMPv 5.0 V ± 0.5 V If < 4.5 V, check IMP signal circuit for short to GND. Do
Harness Resistance Check (page 330).
DMM – Measure volts 5.0 V ± 0.5 V If > 5.5 V, check VREF2 circuit for short to PWR.
2 to GND If < 4.5 V, check VREF2 circuit for OPEN or short to GND.
Do Harness Resistance Check (page 330).
DMM – Measure 5.0 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check (page 330).
1 to 2
EST – Monitor IMPv 0V If > 0.5 V, check IMP signal circuit for OPEN or short to
PWR. Do Harness Resistance Check (page 330).
Short across breakout
harness pins 1 and 3
If checks are within specifications, connect sensor and clear DTCs. If active DTC remains, replace IMP
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4850. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to B+ B+ If < B+, check SIG GND circuit for OPEN of short to PWR.
2 to GND 5.0 V ± 0.5 V If > 5.5 V, check VREF2 for short to PWR.
If < 4.5 V, check VREF2 for OPEN or short to GND. Do
Harness Resistance Check (page 330).
3 to GND 5.0 V ± 0.5 V If < 4.5 V, check IMP signal circuit for short to GND. Do
Harness Resistance Check (page 330).

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4850. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-43 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1-86 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1-18 <5Ω If > 5 Ω, check for OPEN circuit.

IMT Sensor (Intake Manifold Temperature)

SPN FMI Condition Possible Causes

105 3 IMT signal Out of Range HIGH • IMT signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed IMT sensor
105 4 IMT signal Out of Range LOW • IMT signal circuit short to GND
• Failed IMT sensor

Figure 169 IMT sensor circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4498 – 3-Banana Plug Harness
stay clear of rotating parts (belts and fan) and hot
• ZTSE4497 – 500 Ohm Resistor Harness engine surfaces.
• ZTSE4899 – Big Bore Terminal Test Probe Kit 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Breakout Harness 4883 (IMT)
Monitor Test.
• Digital Multimeter (DMM)
2. Monitor sensor voltage and verify an active
• Electronic Service Tool (EST) with DTC for this sensor.
ServiceMaxx™ software
• If DTC is previously active, monitor signal
• NAVCoM or NAVLink Interface Kit while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Cold Soak
Sensor Compare Check.
NOTE: Inspect connectors for damaged pins,
corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 4883 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment– < Less than, > Greater than
EST – Monitor IMTv 5.0 V ± 0.5 V If <4.5 V, check IMT signal circuit for short to GND.
EST – Monitor IMTv 0V If > 0.25 V, check IMT signal circuit for OPEN. Do
Harness Resistance Check.
Short pin 1 to GND
EST – Monitor IMTv 0V If > 0.25 V, check SIG GND circuit for OPEN. Do Harness
Resistance Check.
Short pin 1 to 3
EST – Monitor IMTv < 1.0 V If > 1.0 V, check IMT signal circuit for short to PWR.
Short 500 Ω resistor across pins
1 and 3
If checks are within specification, connect sensor and clear DTCs. If active code remains, replace IMT
sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4883. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to GND 4.5 V to 5 V If < 4.5 V, check for short to GND.
3 to B+ B+ If < B+, check for short to PWR.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4883. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1-37 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1-83 <5Ω If > 5 Ω, check for OPEN circuit.

INJ Circuits (Injector)

SPN FMI Condition Possible Causes

651 – 3 Injector # short to PWR • Injector circuit short to PWR
656
651 – 4 Injector # short circuit • Injector circuit short to GND
656
651 – 5 Injector # open circuit • Injector circuit OPEN
656
651 – 13 Injector # programmable parameter • This code is set when the incorrect number
656 error was programmed into the ECM after an injector
replacement. See Injector Replacement – New
Injector Calibration (page 170) in “Performance
Diagnostics.”
2797 11 Injector Control Group 1 short circuit • Short circuit on injectors 1, 3 or 5
(INJ 1, 3, 5)
2798 11 Injector Control Group 2 short circuit • Short circuit on injectors 2, 4 or 6
(INJ 2, 4, 6)

Figure 170 Injector 1 circuit diagram

Injector 1 – Resistance Checks Through Harness and Injector

WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn the ignition switch to OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch to OFF. Connect 180-Pin Breakout Box to the ECM harness connector. Leave ECM
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E2-05 to GND > 1k Ω If < 1k Ω, check circuit for short to GND or injector coil for
E2-12 to GND > 1k Ω internal short.

E2-05 to E2-12 0.4 Ω to 0.6 Ω If > 0.6 Ω, check for OPEN circuit or OPEN injector coil.
If < 0.4 Ω, check for cross-shorted circuits or injector coil
for internal short.

Figure 171 Injector 2 circuit diagram

Injector 2 – Resistance Checks Through Harness and Injector

WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn the ignition switch to OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch to OFF. Connect 180-Pin Breakout Box to the ECM harness connector. Leave ECM
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E2-11 to GND > 1k Ω If < 1k Ω, check circuit for short to GND or injector coil for
E2-06 to GND > 1k Ω internal short.

E2-11 to E2-06 0.4 Ω to 0.6 Ω If > 0.6 Ω, check for OPEN circuit or OPEN injector coil.
If < 0.4 Ω, check for cross-shorted circuits or injector coil
for internal short.

Figure 172 Injector 3 circuit diagram

Injector 3 – Resistance Checks Through Harness and Injector

WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn the ignition switch to OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch to OFF. Connect 180-Pin Breakout Box to the ECM harness connector. Leave ECM
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E2-04 to GND > 1k Ω If < 1k Ω, check circuit for short to GND or injector coil for
E2-13 to GND > 1k Ω internal short.

E2-04 to E2-13 0.4 Ω to 0.6 Ω If > 0.6 Ω, check for OPEN circuit or OPEN injector coil.
If < 0.4 Ω, check for cross-shorted circuits or injector coil
for internal short.

Figure 173 Injector 4 circuit diagram

Injector 4 – Resistance Checks Through Harness and Injector

WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn the ignition switch to OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch to OFF. Connect 180-Pin Breakout Box to the ECM harness connector. Leave ECM
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E2-03 to GND > 1k Ω If < 1k Ω, check circuit for short to GND or injector coil for
E2-14 to GND > 1k Ω internal short.

E2-03 to E2-14 0.4 Ω to 0.6 Ω If > 0.6 Ω, check for OPEN circuit or OPEN injector coil.
If < 0.4 Ω, check for cross-shorted circuits or injector coil
for internal short.

Figure 174 Injector 5 circuit diagram

Injector 5 – Resistance Checks Through Harness and Injector

WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn the ignition switch to OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch to OFF. Connect 180-Pin Breakout Box to the ECM harness connector. Leave ECM
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E2-02 to GND > 1k Ω If < 1k Ω, check circuit for short to GND or injector coil for
E2-15 to GND > 1k Ω internal short.

E2-02 to E2-15 0.4 Ω to 0.6 Ω If > 0.6 Ω, check for OPEN circuit or OPEN injector coil.
If < 0.4 Ω, check for cross-shorted circuits or injector coil
for internal short.

Figure 175 Injector 6 circuit diagram

Injector 6 – Resistance Checks Through Harness and Injector

WARNING: To prevent personal injury or death, shut engine down before doing voltage checks
for injector solenoids. When the engine is running, injector circuits have high voltage and amperage.
CAUTION: To avoid engine damage, turn the ignition switch to OFF before disconnecting connectors. Failure
to turn the ignition switch to OFF will cause a voltage spike and damage to electrical components.
Turn ignition switch to OFF. Connect 180-Pin Breakout Box to the ECM harness connector. Leave ECM
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E2-01 to GND > 1k Ω If < 1k Ω, check circuit for short to GND or injector coil for
E2-16 to GND > 1k Ω internal short.

E2-01 to E2-16 0.4 Ω to 0.6 Ω If > 0.6 Ω, check for OPEN circuit or OPEN injector coil.
If < 0.4 Ω, check for cross-shorted circuits or injector coil
for internal short.

IST (Idle Shutdown Timer) System (Clean Low Idle) • If the IST is enabled, the CAP will not function.

IST (Clean Low Idle)

IST (Idle Shutdown Timer) System (Federal -
The Idle Shutdown Timer (IST) ("Clean Low Idle")
Optional)
allows the ECM to shut down the engine during
extended idle. When parking brake is set, the idle
IST (Federal - Optional) Sensor Circuit Operation
time can be programmed up to five minutes. When
parking brake is released, the idle time can be The optional Idle Shutdown Timer (IST) allows the
programmed up to 15 minutes. During service, the ECM to shut down the engine during extended idle.
idle time can be programmed up to 60 minutes. The Idle time can be programmed from five to 120 minutes.
ECM deactivates the IST when the PTO is active. The ECM can be programmed to deactivate the IST
when the Power Takeoff (PTO) is active.
Thirty seconds before engine shutdown, the IST
engine lamp illuminates. This continues until the • Engine speed is not at idle speed (600 rpm).
engine shuts down or the low idle shutdown timer is
• Vehicle movement or a Vehicle Speed Sensor
reset. Idle time is measured from the last clutch or
(VSS) fault is detected.
APP. The engine must be out of gear for the IST to
work. Engine shutdown time resets for one or more • Manual DPF Regeneration is enabled.
of the following conditions:
• Accelerator pedal movement or an Accelerator
• Engine speed is not at idle speed. Pedal Position (APP) fault is detected.
• Vehicle movement or a Vehicle Speed Sensor • Engine coolant operating temperature is below
(VSS) fault is detected. 60°C (140°F).
• DPF Regeneration is enabled (Any REGEN • Ambient temperature below 16°C (60°F) or above
State). 44°C (110°F).
• Accelerator pedal movement or an Accelerator • Brake pedal movement or a brake switch fault is
Pedal Position (APP) fault is detected. detected.
• Engine coolant operating temperature is below • Parking brake transition is detected.
16°C (60°F).
• Clutch pedal is pressed or clutch pedal switch fault
• Brake pedal movement or a brake switch fault is is detected (manual transmissions, if equipped
detected. with a clutch switch).
• Parking brake transition is detected. • Shift selector is moved from neutral (automatic
transmissions).
• Clutch pedal is pressed or clutch pedal switch fault
is detected (manual transmissions, if equipped • If the IST is enabled, the CAP will not function.
with a clutch switch).
• Shift selector is moved from neutral (automatic
transmissions).

J1939 Data Link Communications

SPN FMI Condition Possible Causes

639 14 J1939 Data Link Error (ECM unable • J1939 Data Link circuit fault
to transmit)
• Failed ECM
639 19 J1939 Data Link Error (ECM unable to • J1939 Data Link circuit fault
transmit or receive)
• Failed ECM

Figure 176 J1939 data link circuit diagram

Connector Voltage Check

Test Point Specification Comment – < Less than, > Greater than
B to GND B+ If < B+, check B+ circuit to vehicle diagnostic connector for
OPEN or short to GND, or blown fuse.
B to A B+ If < B+, check GND circuit to vehicle diagnostic connector
for OPEN.

C to GND 1 V to 4 V The sum of C to GND and D to GND should = 4 V to 5 V.

D to GND 1 V to 4 V The sum of C to GND and D to GND should = 4 V to 5 V.

EST Communication Check

Turn ignition switch to ON. Connect EST to vehicle diagnostic connector. If the EST is unable to
communicate with the ECM, disconnect each module connected to the J1939 data link individually, until
communication can be established.
NOTE:
• If communication to ECM is established, check J1939 circuits to disconnected node for correct wiring.
See truck Electrical System Troubleshooting Guide.
• If communication to ECM is not established, go to next test point.
Test Point Comment
Disconnect TCM See note.
Disconnect Body Controller See note.
Disconnect instrument cluster See note.
Disconnect other nodes See note.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM disconnected.
Test Point Specification Comment – < Less than, > Greater than
C to C1-47 <5Ω If > 5 Ω, check J1939-H for OPEN in circuit.
C to GND > 1k Ω If < 1k Ω, check J1939-H for short to GND.
D to C1-34 <5Ω If > 5 Ω, check J1939-L for OPEN in circuit.
D to GND > 1k Ω If < 1k Ω, check J1939-L for short to GND.
A to GND <5Ω If > 5 Ω, check GND for OPEN in circuit.

MAF Sensor (Mass Air Flow)

SPN FMI Condition Possible Causes

None

Figure 177 MAF sensor circuit diagram

Function
The MAF sensor is connected to the engine but is
disabled in ECM software. This sensor should never
be replaced.

O2S (Oxygen Sensor)

SPN FMI Condition Possible Causes

724 2 O2S Slow response detected fueling • Failed O2S
to non-fueling
• Replace sensor and run O2S calibration
724 3 O2S Circuit Fault: Open or short to • O2 circuit short to PWR
PWR
• Failed O2S
724 4 O2S Circuit Fault: Short to GND • O2 circuit short to GND
• Failed O2S
724 5 O2S Circuit Fault: Open circuit • O2S OPEN circuit
• Failed O2S
724 20 O2S adaptation above maximum limit • Biased TC1TOP sensor or circuit
• Restricted exhaust
• Failed O2S or circuit
724 21 O2S adaptation below minimum limit • Biased TC1TOP sensor or circuit
• Failed O2S or circuit
3223 0 O2S heater temperature above • Low resistance between VIRGND and NVOLT
maximum
• Failed O2S
3223 1 O2S heater temperature below • Charging System fault (Low B+ when O2
minimum Heater was commanded on)
• O2S or circuit fault
3223 3 O2S heater short to PWR • O2 heater circuit short to PWR
• Failed O2S
3223 4 O2S heater short to GND • O2 heater circuit short to GND
• Failed O2S
3223 5 O2S heater open load/circuit • O2 heater circuit OPEN
• Failed O2S
3223 17 O2S heater temperature below • Charging system fault (low B+ when O2 heater
minimum at low battery PWR was commanded ON)

Figure 178 O2S circuit diagram

Tools O2S Sensor Circuit Operation

• 1180-N4-0X0 – 180-Pin Breakout Box The O2S monitors exhaust emissions and operates
in an open loop/closed loop system. The system
• ZTSE4498 – 3-Banana Plug Harness
remains in open loop until the following conditions are
• ZTSE4497 – 500 Ohm Resistor Harness met:
• ZTSE4899 – Big Bore Terminal Test Probe Kit • No active Engine Coolant Temperature (ECT) or
O2S fault codes.
• Breakout Harness 4735A (O2S)
• Engine Speed above 500 rpm.
• Digital Multimeter (DMM)
• Battery voltage above 10.8 V.
• Electronic Service Tool (EST) with
ServiceMaxx™ software • Engine Coolant Temperature above 40°C
(104°F).
• NAVCoM or NAVLink Interface Kit
• Exhaust Gas Temperature above 100°C (212°F)
Function for 10 seconds.
The Exhaust O2S is an emission control feedback Once the above conditions are met, the ECM
sensor. The O2S is used to monitor the amount of enables the O2S internal heater and raises sensor
oxygen entering the exhaust system. The ECM uses temperature above 750°C (1,382°F) and goes into
this information to control engine fueling and EGRV closed loop operation.
operation.

Biased Sensor or Circuit Check

SPN 724 FMI 20 – O2S adaptation above maximum limit

SPN 724 FMI 21 – O2S adaptation below minimum limit

Perform TC1TOP Sensor Circuit Check (page 352). Check for restricted exhaust.
1. Turn ignition switch ON, engine OFF.
2. Using ServiceMaxx™ software, open the Continuous Monitor session.
3. Verify S_TC1TOP volts are within specification. See “Appendix A: Performance Specifications.”
• If voltage is not within specification, check circuitry for poor continuity. If circuits are acceptable,
replace TC1TOP sensor
• If TC1TOP voltage is within specification, check for a exhaust system restriction.
• If TC1TOP voltage is within specification and exhaust is not restricted, verify O2S circuits are
not open or shorted. Calibrate and install new O2S.

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.

Pinpoint Diagnostics With ServiceMaxx™ Software

1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, verify DTC is active
for this sensor.
• If code is previously active, wiggle the
harness of the suspect sensor. If the
circuit is interrupted, the DTC will go
active.
• If code is active, proceed to Connector
Voltage Check.
NOTE: Inspect connectors for damaged, corrosion, or
loose pins. Repair if necessary.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 4735A, leave sensor disconnected. Turn ignition switch to ON. Used DMM to
measure voltage
Test Point Specification Comment – < Less than, > Greater than
1 to GND 2.9 V ± 1 V If < 1.9 V, check for OPEN or short to GND.
2 to GND 2.6 V ± 1 V If < 1.6 V, check for OPEN or short to GND.
3 to GND 4.8 V ± 1 V If < 3.8 V, check for OPEN or short to GND.
4 to GND 12 V ± 2 V If < 10 V, check for OPEN circuit or short to GND.
5 to GND 2.9 V ± 1 V If < 1.9 V, check for OPEN or short to GND.
6 to GND 3V±1V If < 2 V , check for OPEN or short to GND.
If measurements are within specification, do Harness Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect the 180-Pin Breakout Box. Leave ECM and O2S disconnected.
Test Point Specification Comment – < Less than, > Greater than
1 to C1-52 <5Ω If > 5 Ω, check for OPEN in circuit.
1 to GND > 1k Ω If < 1k Ω, check for short to GND.
2 to C1-40 <5Ω If > 5 Ω, check for OPEN in circuit.
2 to GND > 1k Ω If < 1k Ω, check for short to GND.
3 to C1-46 <5Ω If > 5 Ω, check for OPEN in circuit.
3 to GND >1k Ω If < 1k Ω, check for short to GND.
4 to C1-33 <5Ω If > 5 Ω, check for OPEN in circuit.
4 to GND >1k Ω If < 1k Ω, check for short to GND.
5 to C1-53 <5Ω If > 5 Ω, check for OPEN in circuit.
5 to GND > 1k Ω If < 1k Ω, check for short to GND.
6 to C1-39 <5Ω If > 5 Ω, check for OPEN in circuit.
6 to GND > 1k Ω If < 1k Ω, check for short to GND.
If measurements are in specification, calibrate and install new O2S.

Pinpoint O2S System Fault

SPN 3223 FMI 1– O2S heater temperature below minimum

SPN 3223 FMI 17 – O2S heater temperature below minimum at low battery PWR
DTC will set if battery voltage is below 10 V when the O2S heater is commanded ON.
1. Check for other active or previously active DTCs. Repair any electrical fault before continuing
with this procedure.
2. Verify batteries and charging system are working within specifications. See "Performance
Diagnostics."
• If charging system and battery voltage are working within specification, check for circuit faults to
the O2S. If circuits are within specification, calibrate and install new O2S.

O2S Calibration Procedure – Using ServiceMaxx™ Software

Verify there are no O2S OPEN or short circuits before sensor replacement.
NOTE: Remove O2S from exhaust system before running O2 Sensor Calibration procedure.
1. Connect O2S to engine harness. Leave sensor outside the exhaust system.
2. Turn ignition switch to ON, engine OFF.
3. Start ServiceMaxx™ software.
4. Run O2 Sensor Calibration procedure.
5. After calibration is complete, install O2S in exhaust system.

Service Interval Messages

SPN FMI Condition Possible Causes

1378 31 Change Engine Oil Service Interval • Change engine oil and reset interval counter

Service Interval Messages Operation consumption. These service interval limits may
be adjusted at the owner’s discretion. The change
The service interval messages are displayed on the
engine oil message below the odometer illuminates
instrument cluster message center and include engine
after a preselected parameter is reached.
oil and fuel filter change reminders.
The fuel filter change message displays when the fuel
The change oil reminder can be programmed
filter needs replacement due to high filter restriction.
for kilometers, miles, hours or calculated fuel

Stand Alone Real Time Clock (SART)

SPN FMI Condition Possible Causes

251 19 ECM not detecting SART module on • SART module powering circuit fault
J1939
• J1939 to SART module fault
• Failed SART module

Figure 179 SART circuit diagram

NOTE: Reference the truck Chassis Electrical

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

Connector Voltage Check

Test Point Specification Comment – < Less than, > Greater than
A to GND B+ If < B+, check B+ circuit to SART module for OPEN or short
to GND, or blown fuse.
B to B+ B+ If < B+, check GND circuit to SART module for OPEN.
C to GND 1 V to 4 V The sum of D to GND and C to GND should = 1 V to 4 V.
D to GND 1 V to 4 V The sum of D to GND and C to GND should = 1 V to 4 V.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box. Leave ECM disconnected.
Test Point Specification Comment – < Less than, > Greater than
C to C1-34 <5Ω If > 5 Ω, check J1939-H for OPEN in circuit.
C to GND > 1k Ω If < 1k Ω, check J1939-H for short to GND.
D to C1-47 <5Ω If > 5 Ω, check J1939-L for OPEN in circuit.
D to GND > 1k Ω If < 1k Ω, check J1939-L for short to GND.

TC1TOP Sensor (Turbocharger 1 Turbine Outlet

Pressure)

SPN FMI Condition Possible Causes

5541 2 TC1TOP Does not agree with other • Biased TC1TOP sensor
sensors
5541 3 TC1TOP signal Out of Range HIGH • TC1TOP signal circuit OPEN or short to PWR
• SIG GND circuit OPEN
• Failed TC1TOP sensor
5541 4 TC1TOP signal Out of Range LOW • TC1TOP signal circuit short to GND
• Failed TC1TOP sensor

Figure 180 TC1TOP circuit diagram

Tools Pinpoint Diagnostics With ServiceMaxx™ Software

• 1180-N4-0X0 – 180-Pin Breakout Box
WARNING: To prevent personal injury or death,
• ZTSE4899 – Big Bore Terminal Test Probe Kit
stay clear of rotating parts (belts and fan) and hot
• Breakout Harness 6003 (TC1TOP) engine surfaces.
• Digital Multimeter (DMM) 1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
• Electronic Service Tool (EST) with
Monitor Test.
ServiceMaxx™ software
2. Monitor sensor voltage and verify an active
• NAVCoM or NAVLink Interface Kit
DTC for this sensor.
Note: The TC1TOP, TC1WC, and TC2WC circuits
• If DTC is previously active, monitor signal
share the same connector to the ACV assembly.
while wiggling harness of suspect sensor.
If circuit is interrupted, signal will spike
and DTC will go active.
• If DTC is active, continue to Sensor
Circuit Check.

NOTE: Inspect connectors for damaged pins,

corrosion, or loose pins. Repair if necessary.

Sensor Circuit Check With ServiceMaxx™ Software

Connect Breakout Harness 6003 and leave sensor disconnected. Turn ignition switch to ON.
Test Point Specification Comment – < Less than, > Greater than
EST – Monitor 4.5 to 5 V If < 4.5 V, check TC1TOP signal circuit for short to GND. Do
TC1TOPv Harness Resistance Check (page 353).
DMM — Measure 5.0 V ± 0.5 V If > 5.5 V, check VREF3 for short to PWR.
voltage
If < 4.5 V, check VREF3 for OPEN or short to GND. Do
8 to GND Harness Resistance Check (page 353).
DMM — Measure 5 V ± 0.5 V If < 4.5 V, check SIG GND for OPEN. Do Harness
voltage Resistance Check (page 353).
8 to 10
EST – Monitor 0V If > 0.25 V, check TC1TOP signal for OPEN. Do Harness
TC1TOPv Resistance Check (page 353).
Short across breakout
harness pins 9 and 10
If checks are within specification, connect sensor and clear DTCs. Verify sensor voltage is within KOEO
specification. See “Appendix A: Performance Specifications." If sensor voltage is not within specification,
replace the sensor.

Connector Voltage Check Without ServiceMaxx™ Software

Connect Breakout Harness 6003. Leave sensor disconnected. Turn ignition switch to ON. Use DMM to
measure voltage.
Test Point Specification Comment – < Less than, > Greater than
8 to GND 5.0 V ± 0.5 V If > 5.5 V, check VREF3 for short to PWR.
If < 4.5 V, check VREF3 for OPEN or short to GND. Do
Harness Resistance Check (page 353).
10 to GND 0V If > 0.25 V, check SIG GND circuit for short to PWR.
9 to GND 4.5 to 5 V If < 4.5 V, check TC1TOP signal circuit for short to GND. Do
Harness Resistance Check (page 353).

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 6003. Leave ECM and
sensor disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
8 to GND > 1k Ω If < 1k Ω, check for short circuit.
8 to E1-61 <5Ω If > 5 Ω, check for OPEN circuit.
9 to GND > 1k Ω If < 1k Ω, check for short circuit.
9 to E1-20 <5Ω If > 5 Ω, check for OPEN circuit.
10 to GND > 1k Ω If < 1k Ω, check for short circuit.
10 to E1–89 <5Ω If > 5 Ω, check for OPEN circuit.

TC1WC (Turbocharger 1 Wastegate Control)

NOTE: TC1WC does not affect engine performance
and is removed from postproduction engines.

SPN FMI Condition Possible Causes

1188 3 TC1WC short to PWR • TC1WC control circuit short to PWR
• Failed TC1WC solenoid
1188 4 TC1WC short to GND • TC1WC control circuit short to GND
• Failed TC1WC solenoid
1188 5 TC1WC open load/circuit • TC1WC control circuit OPEN
• Failed TC1WC solenoid

Figure 181 TC1WC circuit diagram

Tools • NAVCoM or NAVLink Interface Kit

• 1180-N4-0X0 – 180-Pin Breakout Box Note: The TC1WC, TC2WC, and TC1TOP circuits
share the same connector to the Air Control Valve
• ZTSE4899 – Big Bore Terminal Test Probe Kit
(ACV) assembly.
• Breakout Harness 6003 (TC1WC)
• Digital Multimeter (DMM) WARNING: To prevent personal injury or death,
stay clear of rotating parts (belts and fan) and hot
• Electronic Service Tool (EST) with
engine surfaces.
ServiceMaxx™ software

Connector Voltage Check – TC1WC Disconnected

Connect Breakout Harness 6003 to engine harness. Leave TC1WC disconnected. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
3 to GND B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 355).
4 to GND 3.5 V ± 1.0 V If < 2.5 V, check for OPEN circuit. Do Harness Resistance
Check (page 355).
If measurements are within specifications, do Operational Voltage Check (page 355).

Operational Voltage Check

NOTE: Ensure air tanks have at least 621 kPa (90 psi) of pressure.
1. Connect Breakout Harness 6003 between TC1WC and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command TC1 Wastegate Control to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
4 to GND 5% = 12 V ± 2.0 V If < 10 V, check for OPEN circuit.
4 to GND 95% = 0.5 V ± 0.5 V If > 1 V, check for OPEN circuit or failed ECB1.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 6003 to TC1WC and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Specifications Comment
3 to 4 4 Ω to 11 Ω If not within specification, replace the TC1WC.
If measurements are within specifications, go to Harness Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 6003. Leave ECM and
TC1WC disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1-27 <5Ω If > 5 Ω, check for OPEN circuit.
4 to GND > 1k Ω If < 1k Ω, check for short circuit.
4 to E1-02 <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If DTC returns, replace TC1WC.

TC2WC (Turbocharger 2 Wastegate Control)

SPN FMI Condition Possible Causes

1189 3 TC2WC short to PWR • TC2WC control circuit short to PWR
• Failed TC2WC solenoid
1189 4 TC2WC short to GND • TC2WC control circuit short to GND
• Failed TC2WC solenoid
1189 5 TC2WC open load/circuit • TC2WC control OPEN circuit
• Failed TC2WC solenoid

Figure 182 TC2WC valve circuit diagram

Tools • Electronic Service Tool (EST) with

ServiceMaxx™ software
• 1180-N4-0X0 – 180-Pin Breakout Box
• NAVCoM or NAVLink Interface Kit
• ZTSE4899 – Big Bore Terminal Test Probe Kit
Note: The TC2WC, TC1WC, and TC1TOP circuits
• Breakout Harness 6003 (TC2WC)
share the same connector to the Air Control Valve
• Digital Multimeter (DMM) (ACV) assembly.

Connector Voltage Check – TC2WC Disconnected

Connect Breakout Harness 6003 to engine harness. Leave TC2WC disconnected. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
6 to GND B+ If < B+, check for OPEN circuit. Do Harness Resistance
Check (page 357).
7 to GND 3.5 V ± 1.0 V If < 2.5 V, check for OPEN circuit. Do Harness Resistance
Check (page 357).
If measurements are within specifications, do Operational Voltage Check (page 357).

Operational Voltage Check

NOTE: Ensure air tanks have at least 621 kPa (90 psi) of pressure.
1. Connect Breakout Harness 6003 between TC2WC and engine harness.
2. Using Electronic Service Tool (EST) with ServiceMaxx™ software, load the Actuator session.
3. Command TC2 Wastegate Control to 5%, and then 95%.
4. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
7 to GND 5% = 12 V ± 2.0 V If < 10 V, check for OPEN circuit.
7 to GND 95% = 0.5 V ± 0.5 V If > 1 V, check for OPEN circuit or failed ECB1.

Actuator Resistance Check

Turn ignition switch to OFF. Connect Breakout Harness 6003 to TC2WC and leave engine harness
disconnected. Use DMM to measure resistance.
Test Point Spec Comment
6 to 7 4 Ω to 11 Ω If not within specification, replace the TC2WC.
If measurements are within specifications, go to Harness Resistance Check.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 6003. Leave ECM and
TC2WC disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
6 to GND > 1k Ω If < 1k Ω, check for short circuit.
6 to E1-26 <5Ω If > 5 Ω, check for OPEN circuit.
7 to GND > 1k Ω If < 1k Ω, check for short circuit.
7 to E1-52 <5Ω If > 5 Ω, check for OPEN circuit.
If voltage and resistance checks are within specifications, check for DTCs. If DTC returns, replace TC2WC.

TC2CIS (Turbocharger 2 Compressor Inlet Sensor)

SPN FMI Condition Possible Causes

1177 3 TC2CIP signal Out of Range HIGH • TC2CIP signal circuit OPEN or shorted to PWR
• SIG GND circuit OPEN
• Failed TC2CIP sensor
1177 4 TC2CIP signal Out of Range LOW • TC2CIP signal circuit short to GND
• Failed TC2CIS

Figure 183 TC2CIS sensor circuit diagram

Tools 2. Monitor sensor voltage and verify an active

DTC for this sensor.
• 1180-N4-0X0 – 180-Pin Breakout Box
• If DTC is previously active, monitor signal
• ZTSE4899 – Big Bore Terminal Test Probe Kit
while wiggling harness of suspect sensor.
• Breakout Harness 4830 (TC2CIS) If circuit is interrupted, signal will spike
and DTC will go active.
• Digital Multimeter (DMM)
• If DTC is active, continue to Biased
• Electronic Service Tool (EST) with
Sensor or Circuit Check.
ServiceMaxx™ software
NOTE: Inspect connectors for damaged pins,
• NAVCoM or NAVLink Interface Kit
corrosion, or loose pins. Repair if necessary.

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.
1. Using Electronic Service Tool (EST) with
ServiceMaxx™ software, run the Continuous
Monitor Test.

Sensor Circuit Check

Test Point Specification Comment – < Less than, > Greater than
EST – Monitor TC2CITv 5V If < 5 V check TC2CIT circuit for short to GND.
EST – Monitor TC2CIPv 5V If < 5 V check TC2CIP circuit for short to GND.
DMM – Measure volts 5 V ± 0.5 V If > 5.5 V, check VREF4 for short to PWR.
3 to GND If < 4.5 V, check VREF4 for OPEN or short to GND, go to
Harness Resistance Check (page 360).
DMM — Measure B+ If < B+, check SIG GND for OPEN circuit.
voltage
1 to B+
EST - Monitor TC2CITv 0V If > 0.5 V, check TC2CIT circuit for OPEN.
short 1 to 2
EST - Monitor TC2CIPv 0V If > 0.5 V, check TC2CIP circuit for OPEN.
short 1 to 4
If checks are within specification, connect sensor, clear DTCs, and cycle the accelerator pedal a few times.
If active code returns, replace sensor.

Pinpoint Diagnostics Without ServiceMaxx™ Software

Connect Breakout Harness 4830. Disconnect TC2CIS. Turn ignition switch to ON. Use DMM to measure
voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to B+ B+ If < B+, check for OPEN in SIG GND circuit.
2 to GND 4.5 V – 5 V If < 4.5 V, check for OPEN in TC2CIT circuit.

3 to GND 4.5 V – 5 V If < 4.5 V, check for OPEN in VREF4 circuit.

4 to GND 4.5 V – 5 V If < 4.5 V, check for OPEN in TC2CIP circuit.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and Breakout Harness 4830 to engine harness.
Leave TC2TIS sensor and ECM disconnected. Use DMM to measure resistance.
Test Point Specifications Comment – < Less than, > Greater than
1 to GND > 1k Ω If < 1k Ω, check for short circuit.
1 to E1–55 <5Ω If > 5 Ω, check for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check for short circuit.
2 to E1–12 <5Ω If > 5 Ω, check for OPEN circuit.
3 to GND > 1k Ω If < 1k Ω, check for short circuit.
3 to E1–58 <5Ω If > 5 Ω, check for OPEN circuit.
4 to GND > 1k Ω If < 1k Ω, check for short circuit.
4 to E1–79 <5Ω If > 5 Ω, check for OPEN circuit.

VREF (Voltage Reference)

SPN FMI Condition Possible Causes

3509 14 VREF1 voltage deviation ECM pins: • VREF1 circuit short to GND
C1-36 and E1-65
• VREF1 circuit short to PWR
• Failed sensor causing short to GND on VREF1
circuit
3510 14 VREF2 voltage deviation ECM pins: • VREF2 circuit short to GND
E1-85 and E1-86
• VREF2 circuit short to PWR
• Failed sensor causing short to GND on VREF2
circuit
3511 14 VREF3 voltage deviation ECM pins: • VREF3 circuit short to GND
E1-89 and E1-90
• VREF3 circuit short to PWR
• Failed sensor causing short to GND on VREF3
circuit
3512 14 VREF4 voltage deviation ECM pins: • VREF4 circuit short to GND
C1-37, C1-43. C1-49, C2-08, E1-58
• VREF4 circuit short to PWR
and E1-91
• Failed sensor causing short to GND on VREF4
circuit
3513 14 VREF5 voltage deviation ECM pins: • VREF5 circuit short to GND
C1-50, E1-80, E1-81, E1-82, E1-84
• VREF5 circuit short to PWR
and E1-93
• Failed sensor causing short to GND on VREF5
circuit
3514 14 VREF6 voltage deviation ECM pin: • VREF6 circuit short to GND
E1-88
• VREF6 circuit short to PWR
• Failed sensor causing short to GND on VREF6
circuit

Figure 184 VREF circuit diagram

Voltage Checks for SPN 3509 FMI 14 – VREF1

NOTE: If circuit fault is intermittent, wiggle harness while measuring voltage.
1. Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Result Comments
• If voltage is above 5.7 V, check VREF1 for short to PWR.
• If voltage is below 4.3 V, check VREF1 for short to GND. Go to next step.
2. Disconnect one component at a time on VREF1 circuit.
• If voltage returns within specification, replace the internally shorted sensor that pulled voltage
down.
• If voltage remains below specification after disconnecting all sensors on VREF1 circuit, go to
Harness Resistance Check (page 365) and look for VREF1 circuit short to GND.
Test Point Specification Comment – < Less than, > Greater than
C1-36 to GND 5 V ± 0.7 V See Result Comments.
E1-65 to GND 5 V ± 0.7 V See Result Comments.

Voltage Checks for SPN 3510 FMI 14 – VREF2

NOTE: If circuit fault is intermittent, wiggle harness while measuring voltage.
1. Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Result Comments
• If voltage is above 5.7 V, check VREF2 for short to PWR
• If voltage is below 4.3 V, check VREF2 for short to GND. Go to next step.
2. Disconnect one component at a time on VREF2 circuit.
• If voltage returns within specification, replace the internally shorted sensor that pulled voltage
down.
• If voltage remains below specification after disconnecting all sensors on VREF2 circuit, go to
Harness Resistance Check (page 365) and look for VREF2 circuit short to GND.
Test Point Specification Comment – < Less than, > Greater than
E1-85 to GND 5 V ± 0.7 V See Result Comments.
E1-86 to GND 5 V ± 0.7 V See Result Comments.

Voltage Checks for SPN 3511 FMI 14 – VREF3

NOTE: If circuit fault is intermittent, wiggle harness while measuring voltage.
1. Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Result Comments
• If voltage is above 5.7 V, check VREF3 for short to PWR
• If voltage is below 4.3 V, check VREF3 for short to GND. Go to next step.
2. Disconnect one component at a time on VREF3 circuit.
• If voltage returns within specification, replace the internally shorted sensor that pulled voltage
down.
• If voltage remains below specification after disconnecting all sensors on VREF3 circuit, go to
Harness Resistance Check (page 366) and look for VREF3 circuit short to GND.
Test Point Specification Comment – < Less than, > Greater than
E1-89 to GND 5 V ± 0.7 V See Result Comments.
E1-90 to GND 5 V ± 0.7 V See Result Comments.

Voltage Checks for SPN 3512 FMI 14 – VREF4

NOTE: If circuit fault is intermittent, wiggle harness while measuring voltage.
1. Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Result Comments
• If voltage is above 5.7 V, check VREF4 for short to PWR.
• If voltage is below 4.3 V, check VREF4 for short to GND. Go to next step.
2. Disconnect one component at a time on VREF4 circuit.
• If voltage returns within specification, replace the internally shorted sensor that pulled voltage
down.
• If voltage remains below specification after disconnecting all sensors on VREF4 circuit, go to
Harness Resistance Check (page 366) and look for VREF4 circuit short to GND.
Test Point Specification Comment – < Less than, > Greater than
C1-37 to GND 5 V ± 0.7 V See Result Comments.
C1-43 to GND 5 V ± 0.7 V See Result Comments.
C1-49 to GND 5 V ± 0.7 V See Result Comments.

C2-08 to GND 5 V ± 0.7 V See Result Comments.

E1-58 to GND 5 V ± 0.7 V See Result Comments.
E1-91 to GND 5 V ± 0.7 V See Result Comments.

Voltage Checks for SPN 3513 FMI 14 – VREF5

NOTE: If circuit fault is intermittent, wiggle harness while measuring voltage.
1. Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Result Comments
• If voltage is above 5.7 V, check VREF5 for short to PWR
• If voltage is below 4.3 V, check VREF5 for short to GND. Go to next step.
2. Disconnect one component at a time on VREF5 circuit.
• If voltage returns within specification, replace the internally shorted sensor that pulled voltage
down.
• If voltage remains below specification after disconnecting all sensors on VREF5 circuit, go to
Harness Resistance Check (page 366) and look for VREF5 circuit short to GND.
Test Point Specification Comment – < Less than, > Greater than
C1-50 to GND 5 V ± 0.7 V See Result Comments.
E1-80 to GND 5 V ± 0.7 V See Result Comments.
E1-81 to GND 5 V ± 0.7 V See Result Comments.

Voltage Checks for SPN 3513 FMI 14 – VREF5 (cont.)

E1-82 to GND 5 V ± 0.7 V See Result Comments.
E1-84 to GND 5 V ± 0.7 V See Result Comments.
E1-93 to GND 5 V ± 0.7 V See Result Comments.

Voltage Checks for SPN 3514 FMI 14 – VREF6

NOTE: If circuit fault is intermittent, wiggle harness while measuring voltage.
1. Connect 180-Pin Breakout Box between ECM and engine harness. Use DMM to measure voltage.
Result Comments
• If voltage is above 5.7 V, check VREF6 for short to PWR
• If voltage is below 4.3 V, check VREF6 for short to GND. Go to next step.
2. Disconnect one component at a time on VREF6 circuit.
• If voltage returns within specification, replace the internally shorted sensor that pulled voltage
down.
• If voltage remains below specification after disconnecting all sensors on VREF6 circuit, go to
Harness Resistance Check (page 366) and look for VREF6 circuit short to GND.
Test Point Specification Comment – < Less than, > Greater than
E1-88 to GND 5 V ± 0.7 V See Result Comments.

Harness Resistance Check for SPN 3509 FMI 14 – VREF1

NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM and VREF1 sensors
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
C1-36 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-65 to GND > 1k Ω If < 1k Ω, check for short circuit.

Harness Resistance Check for SPN 3510 FMI 14 – VREF2

NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM and VREF2 sensors
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E1-85 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-86 to GND > 1k Ω If < 1k Ω, check for short circuit.

Harness Resistance Check for SPN 3511 FMI 14 – VREF3

NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM and VREF3 sensors
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E1-89 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-90 to GND > 1k Ω If < 1k Ω, check for short circuit.

Harness Resistance Check for SPN 3512 FMI 14 – VREF4

NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM and VREF4 sensors
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
C1-37 to GND > 1k Ω If < 1k Ω, check for short circuit.
C1-43 to GND > 1k Ω If < 1k Ω, check for short circuit.
C1-49 to GND > 1k Ω If < 1k Ω, check for short circuit.
C2-08 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-58 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-91 to GND > 1k Ω If < 1k Ω, check for short circuit.

Harness Resistance Check for SPN 3513 FMI 14 – VREF5

NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM and VREF5 sensors
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
C1-50 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-80 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-81 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-82 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-84 to GND > 1k Ω If < 1k Ω, check for short circuit.
E1-93 to GND > 1k Ω If < 1k Ω, check for short circuit.

Harness Resistance Check for SPN 3514 FMI 14 – VREF6

NOTE: If circuit fault is intermittent, wiggle harness while measuring resistance.
Connect 180-Pin Breakout Box between ECM and engine harness. Leave ECM and VREF6 sensors
disconnected. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
E1-88 to GND > 1k Ω If < 1k Ω, check for short circuit.

WIF Sensor (Water In Fuel)

SPN FMI Condition Possible Causes

None

Figure 185 WIF circuit diagram

Tools
• 1180-N4-0X0 – 180-Pin Breakout Box
• Digital Multimeter (DMM)

Pinpoint Diagnostics With ServiceMaxx™ Software

WARNING: To prevent personal injury or death,

stay clear of rotating parts (belts and fan) and hot
engine surfaces.

Voltage Check
Disconnect WIF sensor connector. Turn ignition switch to ON. Use DMM to measure voltage.
Test Point Specification Comment – < Less than, > Greater than
1 to B+ B+ If < B+, check SIG GND circuit for OPEN.
2 to GND 4.6 V If > 5.5 V, check WIF circuit for short to PWR.
If < 4.0 V, check WIF circuit for short to GND.

Connector Resistance Check to GND

Turn ignition switch to OFF. Disconnect harness from WIF sensor. Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to GND <5Ω If > 5 Ω, check SIG GND for OPEN circuit.
2 to GND > 1k Ω If < 1k Ω, check WIF circuit for short to GND.

Harness Resistance Check

Turn ignition switch to OFF. Connect 180-Pin Breakout Box and leave ECM and WIF sensor disconnected.
Use DMM to measure resistance.
Test Point Specification Comment – < Less than, > Greater than
1 to C2-34 <5Ω If > 5 Ω, check for OPEN circuit.
2 to C2-37 <5Ω If > 5 Ω, check for OPEN circuit.

Sensor and Actuator Locations

Engine Mounted Components

Figure 186 Component location – top

1. Oxygen Sensor (O2S) and 4. Engine Compression Brake 2 7. Engine Compression Brake 1
connector (ECB2) (under valve cover) (ECB1) (under valve cover)
2. Exhaust Gas Recirculation 5. Exhaust Gas Recirculation
(EGR) valve Temperature (EGRT) sensor
3. Engine Compression Brake 3 6. Charge Air Cooler Outlet
(ECB3) (under valve cover) Temperature (CACOT) sensor

Figure 187 Component location – right

1. Mass Air Flow (MAF) sensor 4. Engine Coolant Temperature 8. Turbocharger 2 Compressor
2. Air Control Valve (ACV) (ACV 1 (ECT1) sensor (behind Inlet Sensor (TC2CIS)
contains TC2WC and TC1TOP interstage cooler) 9. Engine Oil Temperature (EOT)
sensor) 5. Coolant Mixer Valve (CMV) sensor
3. Engine Coolant Temperature 2 6. Coolant Flow Valve (CFV)
(ECT2) sensor (behind air inlet 7. Engine Coolant Pressure (ECP)
duct) sensor

Figure 188 Component location – left

1. Camshaft Position (CMP) sensor 8. Down Stream Injection (DSI) 14. Fuel Pressure Control Valve
(behind alternator and bracket) unit (contains AFTFD, AFTFIS, (FPCV)
2. Engine Throttle Valve (ETV) AFTFP2 sensor, and AFTFSV) 15. Fuel Rail Pressure (FRP) sensor
3. Intake Manifold Pressure (IMP) 9. Cold Start Relay (CSR) 16. Crankshaft Position (CKP)
sensor 10. Fuel Delivery Pressure (FDP) sensor
4. Under Valve Cover (UVC) sensor
harness (to fuel injectors) 11. Crankcase Pressure Sensor
5. Intake Manifold Temperature (CCPS)
(IMT) sensor (behind ETV duct) 12. Engine Oil Pressure (EOP)
6. Engine Control Module (ECM) sensor
7. Cold Start Fuel Solenoid (CSFS) 13. Cold Start Fuel Igniter (CSFI)

AFT System

Figure 189 AFT System Operation

1. Diesel Oxidation Catalyst Inlet 3. Diesel Oxidation Catalyst Outlet 5. Diesel Particulate Filter
Temperature (DOCIT) Temperature (DOCOT) Differential Pressure (DPFDP)
2. Diesel Oxidation Catalyst (DOC) 4. Diesel Particulate Filter (DPF) 6. Diesel Particulate Filter Outlet
Temperature (DPFOT)

Vehicle Mounted Components The APP sensor is mounted on the accelerator pedal.

Accelerator Pedal Position (APP) Sensor Ambient Air Temperature (AAT) Sensor
The AAT sensor is mounted in various cab locations,
depending on vehicle configuration.

Engine Coolant Level (ECL) Sensor

The ECL sensor is installed in the surge tank.

Two Speed Engine Fan Control (EFC)

The EFC is mounted in various locations, depending
on vehicle configuration.

Water in Fuel (WIF) Sensor

The WIF sensor is located on the chassis-mounted
fuel filter.
Figure 190 Accelerator Pedal Position (APP) sensor

Table of Contents

Electrical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .377

180-Pin Breakout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .377
2010 Emissions Breakout Harness Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . .378
3-Banana Plug Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . .378
500-Ohm Resistor Harness. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .378
Big Bore Terminal Test Probe Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379
Digital Multimeter (DMM). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379
EXP-1000 HD by Midtronics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . .380
EZ-Tech® Electronic Service Tool (EST). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .380
ServiceMaxx™ Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .380
MaxxForce® 11 and 13 (15) Engine Tool Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .381
NAVCoM Interface Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .381
Breakout Harness 4484 (AAT, ECB1, ECB2, ECB3, and ECL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .381
Breakout Harness 4485A (APP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382
Breakout Harness 4602 (AFTFSV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382
Breakout Harness 4735A (O2S). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382
Breakout Harness 4760A (DOCIT, DOCOT, DPFOT, and EGRT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382
Breakout Harness 4761A (DPFDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .383
Breakout Harness 4827 (CSFS, ECT1, ECT2, and EOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383
Breakout Harness 4828 (AFTFD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383
Breakout Harness 4829 (FRP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .383
Breakout Harness 4830 (AFTFIS and TC2CIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .384
Breakout Harness 4850 (CCPS, ECP1, and IMP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .384
Breakout Harness 4870 (CMV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .384
Breakout Harness 4871 (CFV and EFC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .384
Breakout Harness 4881 (FDP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
Breakout Harness 4882 (EOP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
Breakout Harness 4883 (IMT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
Breakout Harness 4885 (CSR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385
Breakout Harness 4993 (CACOT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
Breakout Harness 6002 (WIF). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
Breakout Harness 6003 (TC1WC, TC2WC, and TC1TOP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
Breakout Harness 6004 (ECB Harness Connector and EOL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .386
Breakout Harness 6016 (ETV and EGR Valve). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
Breakout Harness 6021 (CKP, CMP, and FPCV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387
Breakout Harness 6027 (AFTFP2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .387

Mechanical Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388

90 Degree Elbow with Swivel (Locally Obtained). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
Air Cap, Fuel Cap, and Plug Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
Air Compressor Coolant Line Release Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
Air Intake Guard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388
Clean Fuel Source Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .389
Cold Start Solenoid Test Adapter Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .389
Compucheck Fitting (Locally Obtained). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390
Crankcase Pressure Test Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390

Crankcase Pressure Test Adapter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390

Digital Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
EGR Cooler Test Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
Engine Turning Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .391
Fluid Line Pressurizing Tool (Locally Obtained). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
Fuel Block Off Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
Fuel Injector Cups. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .392
Fuel Inlet Restriction / Aeration Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393
Fuel Line Coupler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .393
Fuel Line Disconnect Tool 11.8 mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393
Fuel Line Fitting Removal Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .394
Fuel Outlet Fitting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .394
Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . .394
Fuel Pressure Return Connector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . .395
High-pressure Rail Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
High-pressure Return Line Tester – 19mm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
Interstage Cooler Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .395
Lash Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
Manual Oil Pressure Test Tool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
Oil Cooler Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396
Pressure Test Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
Radiator Pressure Testing Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .397
Slack Tube® Manometer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .398
Timing Pin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .398
Tube Fitting Cap (Locally Obtained). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
UV Leak Detection Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399
Vacuum Analyzer and Fuel Pump Tester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399

Electrical Tools The 180-Pin Breakout Box allows testing of electronic

control system components without disturbing
180-Pin Breakout Box
connections or piercing wire insulation to access
various signal voltages in the electronic control
system.
CAUTION: To prevent breakout box damage, do
not pass high levels of electrical current through the
breakout box internal circuitry. Breakout box should
be used for measurement only, and not to activate or
control circuits.
This box is universal and can adapt to any control
system by means of a unique jumper harness. Each
jumper harness is a separate part, complete with a
breakout box overlay (pin identifier) sheet.
The standard box layout is as follows:
• Two 90-pin connectors which feed 90 banana
plug probing points.
• Each 90-pin section of the box is basically a
stand-alone box.
• The top row is all fuse protected circuits, the
second row is all twisted pair circuits.

Figure 191 1180-N4-0X0

2010 Emissions Breakout Harness Kit 3-Banana Plug Harness

Figure 192 ZTSE5025

Breakout Harness Kit 5025 contains the following: Figure 193 ZTSE4498
• Breakout Harness 4946
• Breakout Harness 4948 The 3-Banana Plug Harness is used for sensor end
diagnostics of sensor circuits.
• Breakout Harness 4950
• Breakout Harness 4951
500-Ohm Resistor Harness
• Breakout Harness 4952
• Breakout Harness 4958
• Breakout Harness 4960
• Breakout Harness 4993
• Breakout Harness 6000
• Breakout Harness 6001
• Breakout Harness 6002
• Breakout Harness 6003
• Breakout Harness 6004
• Breakout Harness 6016
• Breakout Harness 6020
• Breakout Harness 6021
Figure 194 ZTSE4497
• Breakout Harness 6023
• Breakout Harness 6025
The 500-Ohm Resistor Harness is used for sensor
• Breakout Harness 6027
end diagnostics of sensor circuits.
• Breakout Harness 6038
• Breakout Harness 6058

Big Bore Terminal Test Probe Kit Digital Multimeter (DMM)

Figure 195 ZTSE4899

The terminal test probe kit is used to access circuits

in connector and allows for use of a DMM without
damaging harness connectors.

Figure 196 DMM (obtain locally)

The DMM is used to troubleshoot electrical

components, sensors, injector solenoids, relays,
and wiring harnesses. The DMM has a high input
impedance that allows testing of sensors while the
engine is running, without loading the circuit being
tested. This ensures the signal voltage measurement
will not be affected by the voltmeter.

EXP-1000 HD by Midtronics EZ-Tech® Electronic Service Tool (EST)

Figure 198 J-45067

Figure 197 EXP-1000 HD INTL

The EST is used to run ServiceMaxx™ software for
diagnosing and troubleshooting engine and vehicle
The EXP-1000 HD by Midtronics is used to measure problems.
current draw for cold start assist system. EZ-Tech® Interface Kit cables are included with the
EST.

ServiceMaxx™ Software
ServiceMaxx™ software, loaded to an EST or laptop
computer, is used to check performance of engine
systems, diagnose engine problems, and store
troubleshooting history for an engine.

MaxxForce® 11 and 13 (15) Engine Tool Kit NAVCoM Interface Kit

Figure 200 NAVCoM Interface Kit

Figure 199 ZTSE4904

The NAVCoM Interface Kit is used to connect EST to
ECM. The NAVLink Interface Kit is an alternative to
Breakout Harness Kit 4904 contains the following: the NAVCoM Interface Kit.
• Breakout Harness 4485A
• Breakout Harness 4735A Breakout Harness 4484 (AAT, ECB1, ECB2, ECB3,
• Breakout Harness 4760A and ECL)

• Breakout Harness 4761A

• Breakout Harness 4827
• Breakout Harness 4828
• Breakout Harness 4830
• Breakout Harness 4831
• Breakout Harness 4833
• Breakout Harness 4834
• Breakout Harness 4844 Figure 201 ZTSE4484

• Breakout Harness 4845

• Breakout Harness 4850 Breakout Harness 4484 is used to measure voltage
and resistance on circuits connected to the Ambient
• Breakout Harness 4870 Air Temperature (AAT) sensor, Engine Compression
• Breakout Harness 4871 Brake (ECB) solenoids and the Engine Coolant Level
(ECL) sensor.
• Breakout Harness 4881
• Breakout Harness 4882
• Breakout Harness 4883
• Breakout Harness 4885
• Breakout Harness 4908

Breakout Harness 4485A (APP) Breakout Harness 4735A (O2S)

Figure 204 ZTSE4735A

Figure 202 ZTSE4485A

Breakout Harness 4735A is used to measure voltage

Breakout Harness 4485A is used to measure and resistance on circuits connected to the Oxygen
voltage and resistance on circuits connected to Sensor (O2S).
the Accelerator Pedal Position (APP) sensor.

Breakout Harness 4760A (DOCIT, DOCOT, DPFOT,

Breakout Harness 4602 (AFTFSV) and EGRT)

Figure 205 ZTSE4760A

Breakout Harness 4760A is used to measure voltage

Figure 203 ZTSE4602 and resistance on circuits connected to the Diesel
Oxidation Catalyst Inlet Temperature (DOCIT), Diesel
Oxidation Catalyst Outlet Temperature (DOCOT),
Breakout Harness 4602 is used to measure Diesel Particulate Filter Outlet Temperature (DPFOT),
voltage and resistance on circuits connected to and Exhaust Gas Recirculation Temperature (EGRT)
the Aftertreatment Fuel Shutoff Valve (AFTFSV). sensors.

Breakout Harness 4761A (DPFDP) Breakout Harness 4828 (AFTFD)

Figure 206 ZTSE4761A

Breakout Harness 4761A is used to measure voltage

and resistance on circuits connected to the Diesel
Particulate Filter Differential Pressure (DPFDP) Figure 208 ZTSE4828
sensor.
Breakout Harness 4828 is used to measure
voltage and resistance on circuits connected to
Breakout Harness 4827 (CSFS, ECT1, ECT2, and
the Aftertreatment Fuel Doser (AFTFD).
EOT)

Breakout Harness 4829 (FRP)

Figure 207 ZTSE4827

Figure 209 ZTSE4829

Breakout Harness 4827 is used to measure voltage
and resistance on circuits connected to the Cold Start
Fuel Solenoid (CSFS), Engine Coolant Temperature Breakout Harness 4829 is used to measure voltage
(ECT1), Engine Coolant Temperature 2 (ECT2), and and resistance on circuits connected to the Fuel Rail
Engine Oil Temperature (EOT) sensors. Pressure (FRP) sensor.

Breakout Harness 4830 (AFTFIS and TC2CIS) Breakout Harness 4870 (CMV)

Figure 210 ZTSE4830 Figure 212 ZTSE4870

Breakout Harness 4830 is used to measure Breakout Harness 4870 is used to measure voltage
voltage and resistance on circuits connected to and resistance on circuits connected to the Coolant
the Aftertreatment Fuel Inlet Sensor (AFTFIS) and Mixer Valve (CMV).
Turbocharger 2 Compressor Inlet Sensor (TC2CIS).

Breakout Harness 4871 (CFV and EFC)

Breakout Harness 4850 (CCPS, ECP1, and IMP)

Figure 211 ZTSE4850

Figure 213 ZTSE4871

Breakout Harness 4850 is used to measure voltage
and resistance on circuits connected to the Crankcase
Pressure Sensor (CCPS), Engine Coolant Pressure 1 Breakout Harness 4871 is used to measure voltage
(ECP1) , and Intake Manifold Pressure (IMP) sensors. and resistance on circuits connected to the Coolant
Flow Valve (CFV) and Two-speed Engine Fan Control
(EFC).

Breakout Harness 4881 (FDP) Breakout Harness 4883 (IMT)

Figure 214 ZTSE4881 Figure 216 ZTSE4883

Breakout Harness 4881 is used to measure voltage Breakout Harness 4883 is used to measure voltage
and resistance on circuits connected to the Fuel and resistance on circuits connected to the Intake
Delivery Pressure (FDP) sensor. Manifold Temperature (IMT) sensor.

Breakout Harness 4882 (EOP) Breakout Harness 4885 (CSR)

Figure 215 ZTSE4882 Figure 217 ZTSE4885

Breakout Harness 4882 is used to measure voltage Breakout Harness 4885 is used to measure voltage
and resistance on circuits connected to the Engine Oil and resistance on circuits connected to the Cold Start
Pressure (EOP) sensor. Relay (CSR).

Breakout Harness 4993 (CACOT) Breakout Harness 6003 (TC1WC, TC2WC, and
TC1TOP)

Figure 218 ZTSE4993

Figure 220 ZTSE6003
Breakout Harness 4993 is used to measure voltage
and resistance on circuits connected to the Charge Air Breakout Harness 6003 is used to measure
Cooler Outlet Temperature (CACOT) sensor. voltage and resistance on circuits connected to
the Turbocharger 1 Wastegate Control (TC1WC),
Turbocharger 2 Wastegate Control (TC2WC), and
Breakout Harness 6002 (WIF) Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
sensor. All of which are housed inside of the Air
Control Valve (ACV).
NOTE: TC1WC does not affect engine performance
and is removed from post production engines.
Breakout Harness 6004 (ECB Harness Connector
and EOL)

Figure 219 ZTSE6002

Breakout Harness 6002 is used to measure voltage

and resistance on circuits connected to the Water In
Fuel (WIF) sensor.

Figure 221 ZTSE6004

Breakout Harness 6004 is used to measure voltage

and resistance on circuits connected to the Engine
Compression Brake (ECB) harness connector and
Engine Oil Level (EOL) sensor.

Breakout Harness 6016 (ETV and EGR Valve) Breakout Harness 6021 (CKP, CMP, and FPCV)

Figure 222 ZTSE6016

Figure 223 ZTSE6021

Breakout Harness 6016 is used to measure voltage
and resistance on circuits connected to the Engine
Throttle Valve (ETV) and Exhaust Gas Recirculation Breakout Harness 6021 is used to measure voltage
(EGR) valve. and resistance on circuits connected to the Crankshaft
Position (CKP) sensor, Camshaft Position (CMP)
sensor, and Fuel Pressure Control Valve (FPCV).

Breakout Harness 6027 (AFTFP2)

Figure 224 ZTSE6027

Breakout Harness 6027 is used to measure voltage

and resistance on circuits that go to the Aftertreatment
Fuel Pressure 2 (AFTFP2) sensor .

Mechanical Tools The Disposable Air and Fuel Caps are used to cap
fuel system lines and fittings when fuel system is
90 Degree Elbow with Swivel (Locally Obtained)
disconnected for diagnostics. The Disposable Air
and Fuel Caps prevent dirt and foreign particles from
entering and contaminating the fuel system.

Air Compressor Coolant Line Release Tool

Figure 227 ZTSE4778

The Air Compressor Coolant Line Release Tool

releases the locking mechanism to allow the removal
of the coolant line on the air compressor.
Figure 225 Dixon part # 166FSV-6-6

Air Intake Guard

The 90 degree elbow with swivel is used to connect
the High-pressure Return Line Tester to the fuel rail.

Air Cap, Fuel Cap, and Plug Kit

Figure 228 ZTSE6110

The Air Intake Guard is used to protect the

turbochargers while performing diagnostics with
Figure 226 ZTSE4891 the air cleaner disconnected.

Clean Fuel Source Tool Cold Start Solenoid Test Adapter Kit

Figure 230 ZTSE6059-1

Figure 229 15-637-01

The Clean Fuel Source Tool is used to provide a clean,

alternative fuel source to aid in the diagnosis of the fuel Figure 231 ZTSE6059-2
system.
The Cold Start Solenoid Test Adapter Kit is used to
connect the Pressure Test Kit to the Cold Start Fuel
Igniter (CSFI) and Cold Start Fuel Solenoid (CSFS)
fuel supply lines.

Compucheck Fitting (Locally Obtained) Crankcase Pressure Test Tool

Figure 233 ZTSE4039 (0.406 in. diameter)

1. To Pressure Test Kit
2. To sensor cavity

Figure 232 Star Products part # TU-32–25

The Crankcase Pressure Test Tool is used to
manually check crankcase pressure at the Crankcase
The compucheck fitting is used to connect testing Pressure Sensor (CCPS) cavity.
equipment during fuel system diagnosis.

Crankcase Pressure Test Adapter

Figure 234 ZTSE6114

The Crankcase Pressure Test Adapter is used to

manually check crankcase pressure at the Crankcase
Pressure Sensor (CCPS) cavity.

Digital Manometer EGR Cooler Test Tools

Figure 236 ZTSE6090

The EGR Cooler Test Tools are used to pressure test

the Exhaust Gas Recirculation (EGR) cooler.

Engine Turning Tool

Figure 235 Obtain locally

The Digital Manometer is used to measure low

vacuum due to intake restriction or low crankcase
pressure. A variety of digital manometers are
available for purchase locally. The Slack Tube®
Manometer (ZTSE2217A) is an alternative to the
Figure 237 ZTSE6112
Digital Manometer.

The Engine Turning Tool is used to manually turn the

engine.

Fluid Line Pressurizing Tool (Locally Obtained) Fuel Block Off Tool

Figure 239 ZTSE4905

The Fuel Block Off Tool is used to block fuel lines.

Fuel Injector Cups

Figure 238 Locally obtained

1. 3/8 in plastic tubing, about 2 ft long – McMaster-Carr
#5238K648
2. 1/4 in pipe, male, to 3/8 in barbed hose fitting –
McMaster-Carr #5346K18
3. 3/8 in SAE flare to 1/4 in pipe female adapter (male
to female) – McMaster-Carr #5346K35
4. 1/8” NPT to 1/8” tube adapter (male pipe to tube) –
McMaster-Carr #5220K61
5. Panel-mount brass ball valve (female to female) –
McMaster-Carr # 4114T21
6. 1/8 in NPT threaded pipe, 2 1/2 in long (male to
male) – McMaster-Carr #4568K114
7. 1/4 in NPT male hex bushing to 1/8 in NPT female –
McMaster-Carr #4429K411
8. Pressure gauge, 0 to 1,100 kPa (0 to 160 psi) –
McMaster-Carr #4023K25 Figure 240 ZTSE4892
9. 1/4 in NPT female T fitting – McMaster-Carr
#9171K27
10. 1/4 in pipe, male, to 3/8 in barbed hose fitting – The Fuel Injector Cups are used to protect injectors,
McMaster-Carr #5346K18 and prevent dirt and debris from damaging injectors
while removed from engine.

The Fluid Line Pressurizing tool is used to diagnose

symptoms related to the fuel system.

Fuel Inlet Restriction / Aeration Tool The Fuel Line Coupler is used to connect fuel lines
during fuel system diagnosis.

Fuel Line Disconnect Tool 11.8 mm

Figure 241 ZTSE4886

The Fuel Inlet Restriction / Aeration Tool is used to

check for pressure and aerated fuel in the low fuel Figure 243 ZTSE4773
pressure system.

The Fuel Line Disconnect Tool 11.8 mm is used to

Fuel Line Coupler release the locking mechanism on low-pressure fuel
line connectors.

Figure 242 ZTSE4906

Fuel Line Fitting Removal Tool Fuel Pressure Gauge

Figure 244 FRX241

The Fuel Line Fitting Removal Tool is used to remove

fuel lines from cylinder head.

Fuel Outlet Fitting

The Fuel Outlet Fitting, ZTSE6124, is used to connect
the Fuel Inlet Restriction / Aeration Tool during fuel
system diagnosis.

Figure 245 ZTSE4681

1. Quick disconnect check valve
2. Fuel test line
3. Fuel Pressure Gauge
4. Inline shut-off valve
5. Clear test line

The Fuel Pressure Gauge is used to check for fuel

pressure and aerated fuel in the low-pressure fuel
system.

Fuel Pressure Return Connector High-pressure Return Line Tester – 19mm

Figure 246 ZTSE6094-1

The Fuel Pressure Return Connector is used to

connect fuel lines to High-pressure Return Line
Tester.

Figure 248 ZTSE4887-2

High-pressure Rail Plugs

The 19 mm High-pressure Return Line Tester is used

to check for excessive fuel returning from fuel injectors
at cylinder head fuel return port.

Interstage Cooler Test Kit

Figure 247 ZTSE6098

The High-pressure Rail Plugs are used to isolate

individual injectors by blocking pressure pipe rail
Figure 249 ZTSE6042 1–4
output.

The Interstage Cooler Test Kit is used to pressure test

the Interstage Cooler (ISC).

Lash Gauge Oil Cooler Test Kit

Figure 250 ZTSE6076-7

This Lash Gauge is used to adjust exhaust valve lash.

Manual Oil Pressure Test Tool

Figure 252 ZTSE6092

The Oil Cooler Test Kit is used to pressure test the oil
cooler.
Figure 251 ZTSE6091–1

The Manual Oil Pressure Test Tool is used to

manually check oil pressure at the Engine Oil
Pressure (EOP) sensor cavity.

Pressure Test Kit Radiator Pressure Testing Kit

Figure 253 ZTSE4409

Figure 254 ZTSE2384

The Pressure Test Kit is used to measure intake
manifold (boost) pressure, fuel system inlet restriction,
fuel pressure, oil pressure, air cleaner intake The Radiator Pressure Testing Kit is used to check
restriction, and crankcase pressure. pressure caps and cooling systems. The pressure
• 0 to 200 kPa (0 to 30 psi) measures intake gauge indicates if pressure cap holds rated pressure
manifold pressure. and whether coolant system has leaks or holds
pressure.
• 0-30 inHg vacuum /0 to 200 kPa (0 to 30 psi)
compound gauge measures fuel system inlet
restriction and intake manifold pressure.
0-30 inH2O maximum pressure magnehelic
gauge measures crankcase pressure and air inlet
restriction.
• 60 to 1100 kPa (0 to 160 psi) gauge may be used
to check the fuel pressure and oil pressure.

Slack Tube® Manometer Installing, Reading, and Cleaning

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

Figure 255 ZTSE2217A

Timing Pin

The Slack Tube® Manometer is a U-shaped tube with

a scale mounted between the legs of the tube. When
the portability of the Pressure Test Kit is not required,
this manometer is used to measure low vacuum
for intake restriction, low-pressure for crankcase, or
exhaust back pressure.
Filling Figure 256 ZTSE6108
Fill the manometer with water before checking
pressure. Use only distilled water. Add some colored
The timing pin is used to ensure engine is set at Top
water vegetable dye so the scale can be read more
Dead Center (TDC).
easily. With both legs of the manometer open to
the atmosphere, fill the tube until the top of the fluid
column is near the zero mark on the scale. Shake the
tube to eliminate any air bubbles.

Tube Fitting Cap (Locally Obtained) The UV Leak Detection Kit is used with fuel dye to
quickly identify leaks. The fuel dye combines with
fuel and migrates out at the leak. The ultraviolet
lamp illuminates the leaking fuel dye, which appears
fluorescent yellow-green in color.

Vacuum Analyzer and Fuel Pump Tester

Figure 257 McMaster-Carr part # 5482K69

The tube fitting cap is used to cap fuel lines.

UV Leak Detection Kit

Figure 259 ZTSE2499

The Vacuum Analyzer and Fuel Pump Tester is used

to test the operation of the fuel pump.

Figure 258 ZTSE4618

Table of Contents

Abbreviations and Acronyms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .403

Abbreviations and Acronyms BARO or BAP – Barometric Absolute Pressure

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

DB – Decibel EGBP – Exhaust Gas Back Pressure

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

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

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

WEL – Warn Engine Lamp XCS – Transfercase

WIF – Water In Fuel XMSN – Transmission
WIFL – Water In Fuel Lamp
WTEC – World Transmission Electronically Controlled
automatic transmissions (Allison)

Table of Contents

Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411
Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411

Terminology Air entering the radiator may or may not be the same
ambient due to possible heating from other sources
Terms
or recirculation. (SAE J1004 SEP81)
Accelerator Pedal Position (APP) sensor – A
Ampere (amp) – The standard unit for measuring the
potentiometer sensor that indicates the position
strength of an electrical current. The flow rate of a
of the throttle pedal.
charge in a conductor or conducting medium of one
Accessory work – The work per cycle required to drive coulomb per second. (SAE J1213 NOV82)
engine accessories (normally, only those essential to
Analog – A continuously variable voltage.
engine operation).
Analog to digital converter (A/D) – A device in the ECM
Actuator – A device that performs work in response to
that converts an analog signal to a digital signal.
an input signal.
American Trucking Association (ATA) Datalink – A
Actuator Control – The ECM controls the actuators
serial datalink specified by the American Trucking
by applying a low-level signal (low-side driver) or a
Association and the SAE.
high-level signal (high side driver). When switched on,
both drivers complete a ground or power circuit to an Boost pressure – 1. The pressure of the charge air
actuator. leaving the turbocharger.
Aeration – The entrainment of air or combustion gas 2. Inlet manifold pressure that is greater than
in coolant, lubricant, or fuel. atmospheric pressure. Obtained by turbocharging.
Aftercooler (Charge Air Cooler) – A heat exchanger Bottom Dead Center (BDC) – The lowest position of
mounted in the charge air path between the the piston during the stroke.
turbocharger and engine intake manifold. The
Brake Horsepower (bhp) – The power output from
aftercooler reduces the charge air temperature by
an engine, not the indicated horsepower. The power
transferring heat from the charge air to a cooling
output of an engine, sometimes-called flywheel
medium (usually air).
horsepower, is less than the indicated horsepower by
Aftertreatment Fuel Doser (AFTFD) – A part of the amount of friction horsepower consumed in the
the Down Stream Injection (DSI) unit that sends engine.
pressurized fuel to the Aftertreatment Fuel Injector
Brake Horsepower (bhp) net – Net brake horsepower
(AFI) to inject fuel into the exhaust pipe.
is measured with all engine components. The power
Aftertreatment (AFT) system – A part of the exhaust of an engine when configured as a fully equipped
system that processes engine exhaust to meet engine. (SAE J1349 JUN90)
emission requirements and traps particulate matter
Calibration – ECM programming strategy to solve
(soot) to prevent it from leaving the tailpipe.
engine performance equations and make decisions.
Air Control Valve (ACV) – Contains the LP Calibration values are stored in ROM and put into the
turbocharger wastegate control port, HP turbocharger processor during programming to allow the engine to
wastegate control port, the EBPV control port, and operate within certain parameters.
the TC1TOP port. Although these components are
Camshaft Position (CMP) sensor – A magnetic pickup
integral to the ACV, each circuit is controlled by the
sensor that provides the ECM with a camshaft speed
ECM. The ACV controls compressed air for each
and position signal.
control valve.
Carbon Monoxide (CO) – A colorless, odorless,
Air Inlet Temperature (AIT) sensor – A thermistor
highly poisonous gas that is formed by the incomplete
sensor that monitors intake air temperature.
combustion of carbon burning diesel engine. It is
Ambient temperature – The environmental air present in the exhaust gases of diesel engines.
temperature in which a unit is operating. In general,
Catalyst – A substance that produces a chemical
the temperature is measured in the shade (no solar
reaction without undergoing a chemical change itself.
radiation) and represents the air temperature for other
engine cooling performance measurement purposes.

Catalytic converter – An antipollution device in the Cold Start Fuel Solenoid (CSFS) – As the engine
exhaust system that contains a catalyst for chemically is cranked, the ECM energizes the CSFS valve,
converting some pollutants in the exhaust gases introducing fuel into the CSFI, which ignites and
(carbon monoxide, unburned hydrocarbons, and warms the air being drawn into the engine.
oxides of nitrogen) into harmless compounds.
Cold Start Relay (CSR) – The CSR provides voltage
Cavitation – A dynamic condition in a fluid system that to the CSFI, and is controlled by the ECM.
forms gas-filled bubbles (cavities) in the fluid.
Controller Area Network (CAN) – A J1939 high-speed
Cetane number – 1. The auto-ignition quality of diesel communication link.
fuel.
Coolant – A fluid used to transport heat from one point
2. A rating applied to diesel fuel similar to octane to another.
rating for gasoline.
Coolant level switch – A switch sensor used to monitor
3. A measure of how readily diesel fuel starts to burn coolant level.
(self-ignites) at high compression temperature.
Coolant Flow Valve (CFV) – The CFV is ECM
Diesel fuel with a high cetane number self-ignites controlled and redirects coolant through the fuel
shortly after injection into the combustion chamber. cooler, based on EFT, when directed.
Therefore, it has a short ignition delay time. Diesel
Coolant Mixer Valve (CMV) – Controls coolant flow
fuel with a low cetane number resists self-ignition.
through the low-temperature radiator.
Therefore, it has a longer ignition delay time.
Continuous Monitor Test – An ECM function that
Charge air – Dense, pressurized, heated air
continuously monitors the inputs and outputs to
discharged from the turbocharger.
ensure that readings are within set limits.
Charge Air Cooler (CAC) – See Aftercooler.
Crankcase – The housing that encloses the
Charge Air Outlet Temperature (CACOT) sensor – crankshaft, connecting rods, and allied parts.
A thermistor sensor that monitors the temperature of
Crankcase breather – A vent for the crankcase to
charge air entering the intake air duct.
release excess interior air pressure.
Closed crankcase – A crankcase ventilation that
Crankcase Oil Separator Speed (CCOSS) sensor
recycles crankcase gases through a breather, then
– The CCOSS sensor sends the ECM information
back to the clean air intake.
about the speed of the crankcase oil separator internal
Closed loop operation – A system that uses sensors components.
to provide feedback to the ECM. The ECM uses the
Crankcase pressure – The force of air inside the
sensor input to continuously monitor variables and
crankcase against the crankcase housing.
adjust actuators to match engine requirements.
Crankshaft Position (CKP) sensor – A magnetic
Cloud point – The point when wax crystals occur in
pickup sensor that determines crankshaft position
fuel, making fuel cloudy or hazy. Usually below -12°C
and speed.
(10°F).
Current – The flow of electrons passing through a
Cold cranking ampere rating (battery rating) – The
conductor. Measured in amperes.
sustained constant current (in amperes) needed to
produce a minimum terminal voltage under a load of Damper – A device that reduces the amplitude of
7.2 volts per battery after 30 seconds. torsional vibration. (SAE J1479 JAN85)
Cold Start Fuel Igniter (CSFI) – The CSFI heats the Deaeration – The removal or purging of gases (air or
intake air by vaporizing and igniting fuel in the air inlet combustion gas) entrained in coolant or lubricating oil.
duct.

Deaeration tank – A separate tank in the coolant Driver (low side) – A transistor within an electronic
system used for one or more of the following functions: module that controls the ground to an actuator circuit.
• Deaeration Dual Stage Turbocharger – An assembly of two
turbochargers (low-pressure and high-pressure) in
• Coolant reservoir (fluid expansion and afterboil)
series to provide a wide range of charge air pressures
• Coolant retention efficiently.
• Filling Duty cycle – A control signal that has a controlled
on/off time measurement from 0 to 100%. Normally
• Fluid level indication (visible)
used to control solenoids.
Diagnostic Trouble Code (DTC) – 2010 model year
EGR Cooler – A cooler that allows heat to dissipate
vehicles no longer utilize DTC identification by
from the exhaust gasses before they enter the intake
number. DTCs are now identified using the Suspect
manifold.
Parameter Number (SPN) and Failure Mode Indicator
(FMI) identifiers only. Engine Back Pressure Valve (EBPV) – The ECM
commands the EBPV to control the Exhaust Brake.
Diesel Particulate Filter (DPF) – A diesel particulate
filter, sometimes called a DPF, is a device designed Engine Compression Brake (ECB) valve – The ECB
to remove diesel particulate matter or soot from the valve controls pressure entering the brake oil gallery
exhaust gas of a diesel engine. from the high-pressure oil rail gallery. This activates
the brake actuator pistons and opens the exhaust
Diesel Oxidation Catalyst (DOC) – A DOC is part of
valves.
the diesel exhaust Aftertreatment system. DOCs are
devices that use a chemical process to break down Engine Compression Brake 1 (ECB1) solenoid – The
pollutants in the exhaust stream into less harmful ECB1 solenoid controls pressure entering the brake
components. More specifically, DOCs utilize rare oil gallery from the high-pressure oil rail gallery.
metals such as palladium and platinum to reduce
Engine Compression Brake 2 (ECB2) solenoid – The
hydrocarbon based Soluble Organic Fraction (SOF)
ECB2 solenoid controls pressure entering the brake
and carbon monoxide content of diesel exhaust by
oil gallery from the high-pressure oil rail gallery.
simple oxidation. The DOC can be used during
an active regeneration to create higher exhaust Engine Compression Brake Pressure (ECBP) sensor
temperatures, thereby reducing soot in the DPF. – A high-pressure sensor that provides a feedback
signal to the ECM indicating brake control pressure.
Digital Multimeter (DMM) – An electronic meter that
uses a digital display to indicate a measured value. Engine Control Module (ECM) – An electronic
Preferred for use on microprocessor systems because processor that monitors and controls the engine.
it has a very high internal impedance and will not load
Engine Coolant Level (ECL) sensor – A switch sensor
down the circuit being measured.
that monitors coolant level.
Disable – A computer decision that deactivates a
Engine Coolant Temperature 1 (ECT1) sensor –
system and prevents operation of the system.
A thermistor sensor that detects engine coolant
Displacement – The stroke of the piston multiplied by temperature.
the area of the cylinder bore multiplied by the number
Engine Coolant Temperature 2 (ECT2) sensor –
of cylinders in the engine.
A thermistor sensor that detects engine coolant
Down Stream Injection (DSI) – The DSI system injects temperature.
fuel into the exhaust system to increase temperature
Engine Fuel Temperature (EFT) sensor – A thermistor
of the exhaust gases, and is necessary for DPF
sensor that measures fuel temperature.
regeneration.
Engine lamp – An instrument panel lamp that comes
Driver (high side) – A transistor within an electronic
on when DTCs are set. DTCs can be read as flash
module that controls the power to an actuator circuit.
codes (red and amber instrument panel lamps).

Engine OFF tests – Tests that are done with the Exhaust Manifold Pressure (EMP) sensor – A variable
ignition switch ON and the engine OFF. capacitance sensor used to indicate air pressure in the
exhaust manifold.
Engine Oil Pressure (EOP) sensor – A variable
capacitance sensor that measures oil pressure. Exhaust Manifold Temperature (EMT) sensor –
A thermistor style sensor used to indicate air
Engine Oil Temperature (EOT) sensor – A thermistor
temperature in the exhaust manifold.
sensor that measures oil temperature.
Fault detection/management – An alternate control
Engine rating – Engine rating includes Rated hp and
strategy that reduces adverse effects that can be
Rated rpm.
caused by a system failure. If a sensor fails, the ECM
Engine RUNNING tests – Tests done with the engine substitutes a good sensor signal or assumed sensor
running. value in its place. A lit amber instrument panel lamp
signals that the vehicle needs service.
Engine Throttle Valve (ETV) and Engine Throttle
Position Sensor – The ETV valve is used to Failure Mode Indicator (FMI) – Identifies the fault or
control airflow during a regeneration process of the condition effecting the individual component.
aftertreatment system. The ETV valve is also used
Filter restriction – A blockage, usually from
to ensure a smooth engine shut down by restricting
contaminants, that prevents the flow of fluid through
airflow to the engine at shut down.
a filter.
Engine Warning Protection System (EWPS) –
Flash code – See Diagnostic Trouble Code (DTC).
Safeguards the engine from undesirable operating
conditions to prevent engine damage and to prolong Fuel Delivery Pressure (FDP) sensor – A variable
engine life. capacitance sensor that monitors fuel pressure
coming from the fuel tank and sends a signal to the
Exhaust Back Pressure (EBP) – The pressure present
ECM.
in the exhaust system during the exhaust period.
Fuel inlet restriction – A blockage, usually from
Exhaust Back Pressure Valve (EBPV) – A valve that
contaminants, that prevents the flow of fluid through
regulates the amount of air pressure applied to the
the fuel inlet line.
EBPV pneumatic actuator.
Fuel pressure – The force fuel exerts on the fuel
Exhaust brake – A brake device using engine exhaust
system as it is pumped through the fuel system.
back pressure as a retarding medium.
Fuel Pressure Control Valve (FPCV) – The FPCV
Exhaust Gas Recirculation (EGR) – A system used
controls the fuel pressure to the fuel rails and is
to recirculate a portion of the exhaust gases into the
controlled by the ECM. FPCV control depends on fuel
power cylinder in order to reduce oxides of nitrogen.
pressure and fuel temperature.
Exhaust Gas Temperature (EGT) – The temperature
Fuel Rail Pressure (FRP) – The amount of pressure in
of exhaust gases.
the fuel rail.
Exhaust Gas Recirculation Temperature (EGRT)
Fuel Rail Pressure (FRP) sensor – A variable
sensor – A thermistor sensor that detects the exhaust
capacitance sensor that monitors fuel pressure in
gas temperature entering the EGR cooler.
the fuel rail and sends a signal to the ECM.
Exhaust Gas Recirculation (EGR) valve – The EGRV
Fuel strainer – A pre-filter in the fuel system that keeps
controls the flow of exhaust gases to the intake
larger contaminants from entering the fuel system.
manifold. The EGRV is integrated with an EGR
Position (EGRP) sensor.
Exhaust manifold – Exhaust gases flow through the
exhaust manifold to the turbocharger exhaust inlet and
are directed to the EGR cooler.

Fuel Volume Control Valve (FVCV) – The FVCV High-pressure Fuel Pump (HPFP) assembly – The
regulates the volume of flow sent to the HPFP. HPFP is a volumetric pump that supplies fuel at
The FVCV allows a sufficient quantity of fuel to high-pressure. The HPFP is mounted in the rear
be delivered to the HPFP depending on engine valley on the top of the engine and is driven by the
load, speed, injector quantity, fuel temperature, and camshaft.
number of injections per cycle.
High-pressure Piezo Common Rail (HPCR) – The
Fully equipped engine – A fully equipped engine HPFP pumps fuel through separate tubes to each
is an engine equipped with only those accessories fuel rail. Each fuel rail has four fuel tubes, one for
necessary to perform its intended service. A fully each injector, that maintain constant pressure from
equipped engine does not include components the high-pressure pump to each injector.
that are used to power auxiliary systems. If these
High-speed digital inputs – Inputs to the ECM from
components are integral with the engine or, for any
a sensor that generates varying frequencies (engine
reason are included on the test engine, the power
speed and vehicle speed sensors).
absorbed may be determined and added to the net
brake power. (SAE J1995 JUN90) Horsepower (hp) – Horsepower is the unit of work
done in a given period of time, equal to 33,000 pounds
Fusible link (fuse link) – A fusible link is a special
multiplied by one foot per minute. 1hp = 33,000 lb x 1
section of low tension cable designed to open the
ft /1 min.
circuit when subjected to an extreme current overload.
(SAE J1156 APR86) Humidity Sensor (HS) – A sensor that measures the
moisture content of filtered air entering the intake
Gradeability – The maximum percent grade, which
system.
the vehicle can transverse for a specified time at a
specified speed. The gradeability limit is the grade Hydrocarbons – Organic compounds consisting of
upon which the vehicle can just move forward. (SAE hydrogen and carbon (fuel and oil).
J227a)
Hydrocarbon Injector – Injects fuel into the exhaust
Gross Combined Weight Rating (GCWR) – Maximum system to increase temperature of the exhaust gases.
combined weight of towing vehicle (including
Injection Pressure Regulator (IPR) valve – A valve that
passengers and cargo) and the trailer. The GCWR
is used to maintain desired injection control pressure.
indicates the maximum loaded weight that the vehicle
is allowed to tow. Injection Control Pressure (ICP) sensor – Provides a
feedback signal to the ECM indicating injection control
Gross brake horsepower – The power of a complete
pressure.
basic engine, with air cleaner, without fan, and
alternator, and air compressor not charging. Inlet Air Heater (IAH) – The IAH is primarily used to
assist in starting the engine during cold weather. In
H-Bridge Circuit – An H-Bridge (bipolar) circuit
addition, it helps to reduce white smoke emissions by
operates like putting a power source on one side of a
heating the incoming air.
motor and connecting the other side of the motor to a
ground. This turns the motor. By shifting the leads on Intake manifold – Engine component that evenly
the motor, it will turn in the opposite direction. supplies air to each intake port in the cylinder head(s).
Hall effect – The development of a transverse electric Intake Manifold Pressure (IMP) sensor – A variable
potential gradient in a current-carrying conductor or capacitance sensor used to indicate air pressure in the
semiconductor when a magnetic field is applied. intake manifold.
Hall effect sensor – Transducer that varies its output Intake Manifold Temperature (IMT) sensor – A
voltage in response to changes in a magnetic field. thermistor sensor used to indicate air temperature in
Commonly used to time the speed of wheels and the intake manifold.
shafts.

Internal Transfer Pump (ITP) – The ITP is part of MasterDiagnostics® (MD) – Diagnostics software for
the HPFP assembly and driven off the same shaft engine related components and systems.
as the HPFP assembly. The ITP supplies fuel at a
Magnehelic Gauge – A gauge that measures pressure
slightly higher pressure and flow to the HPFP though
in inches of water.
the Fuel Volume Control Valve (FVCV). The ITP
also provides fuel for cooling and lubrication of the Magnetic Pickup Sensor – A magnetic pickup sensor
HPFP. Fuel is rerouted as pump return flow through generates an alternating frequency that indicates
the HPFP cooling and lubrication valve. Pressure is speed. Magnetic pickups have a two-wire connection
maintained at the inlet of the HPFP piston pump by for signal and ground. This sensor has a permanent
an ITP regulator. magnetic core surrounded by a wire coil. The signal
frequency is generated by the rotation of the gear
International NGV Tool Utilized for Next Generation
teeth that disturb the magnetic field.
Electronics (INTUNE) – The diagnostics software for
chassis related components and systems. Metering unit valve assembly – The Metering unit
valve assembly provides a metered amount of fuel to
Interstage Cooler (ISC) – Uses cooled coolant to
the Aftertreatment Fuel Injector (AFI).
lower the charged air temperature that exits from the
turbocharger low-pressure compressor and enters Microprocessor – An integrated circuit in a
the turbocharger high-pressure compressor. microcomputer that controls information flow.
Low speed digital inputs – Switched sensor inputs Micro Strain Gauge (MSG) Sensor – A MSG sensor
that generate an on/off (high/low) signal to the ECM. measures pressure. Pressure exerts force on a
The input to the ECM from the sensor could be from pressure vessel that stretches and compresses to
a high input source switch (usually 5 or 12 volts) or change resistance of strain gauges bonded to the
from a grounding switch that grounds the signal from surface of the pressure vessel. Internal sensor
a current limiting resistor in the ECM that creates a low electronics convert the changes in resistance to a
signal (0 volts). ratiometric voltage output.
Low temperature radiator thermostat – Coolant flow Nitrogen Oxides (NOx) – Nitrogen oxides form by
to the low temperature radiator is regulated by the low a reaction between nitrogen and oxygen at high
temperature radiator thermostat. temperatures and pressures in the combustion
chamber.
Lubricity – Lubricity is the ability of a substance to
reduce friction between solid surfaces in relative Normally closed – Refers to a switch that remains
motion under loaded conditions. closed when no control force is acting on it.
Lug (engine) – A condition when the engine is run at Normally open – Refers to a switch that remains open
an overly low RPM for the load being applied. when no control force is acting on it.
Manifold Absolute Pressure (MAP) – Boost pressure Ohm (Ω) – The unit of electrical resistance. One ohm
in the manifold that is a result of the turbocharger. is the value of resistance through which a potential of
one volt will maintain a current of one ampere. (SAE
Manifold Absolute Pressure (MAP) sensor – A variable
J1213 NOV82)
capacitance sensor that measures boost pressure.
On demand test – A self-test the technician initiates
Manometer – A double-leg liquid-column gauge, or a
using the EST that is run from a program in the
single inclined gauge, used to measure the difference
software.
between two fluid pressures. Typically, a manometer
records in inches of water. Output Circuit Check (OCC) – An on-demand test
done during an Engine OFF self-test to check the
Mass Air Flow – The intake airflow in an engine.
continuity of selected actuators.
Mass Air Flow (MAF) sensor – The MAF sensor is
Oxides of Nitrogen (NOx) – Nitrogen oxides formed
used for closed loop control of the EGR valve and ITV.
by a reaction between nitrogen and oxygen at high
The ECM monitors the MAF signal so that the ECM
temperatures.
can control the EGR and intake throttle systems.

Oxygen Sensor (O2S) – A sensor that monitors to change resistance of strain gauges bonded to
oxygen levels in the exhaust. the surface of the pressure vessel. Internal sensor
electronics convert the changes in resistance to a
pH – A measure of the acidity or alkalinity of a solution.
ratiometric voltage output.
Particulate matter – Particulate matter includes mostly
Reference voltage (VREF) – A 5 volt reference supplied
burned particles of fuel and engine oil.
by the ECM to operate the engine sensors.
Piezometer – An instrument for measuring fluid
Reserve capacity – Time in minutes that a fully
pressure.
charged battery can be discharged to 10.5 volts at 25
Power – Power is a measure of the rate at which amperes.
work (force x distance) is done during a specific time.
Regeneration – Oxidation of accumulated soot
Compare with Torque.
(carbon-based particulates) in the Diesel Particulate
Power TakeOff (PTO) – Accessory output, usually Filter (DPF). The soot is reduced to ash and stored in
from the transmission, used to power a hydraulic the PDF.
pump for a special auxiliary feature (garbage packing,
Return Fuel System – The return fuel system moves
lift equipment, etc).
unused fuel from the fuel injectors to the fuel cooler.
Pulse Width Modulation (PWM) – Succession of Excess fuel out of the FVCV and the FPCV mix with
digital electrical pulses, rather than an analog signal. fuel from the fuel injectors on the way to the fuel
Efficient method of providing power between fully on cooler.
and fully off.
ServiceMaxx™ software – Diagnostics software for
Random Access Memory (RAM) – Computer memory engine related components and systems.
that stores information. Information can be written to
Signal Conditioner – The signal conditioner in the
and read from RAM. Input information (current engine
internal microprocessor converts analog signals to
speed or temperature) can be stored in RAM to be
digital signals, squares up sine wave signals, or
compared to values stored in Read Only Memory
amplifies low-intensity signals to a level that the ECM
(ROM). All memory in RAM is lost when the ignition
microprocessor can process.
switch is turned off.
Signal ground – The common ground wire to the ECM
Rated gross horsepower – Engine gross horsepower
for the sensors.
at rated speed as declared by the manufacturer. (SAE
J1995 JUN90) Speed Control Command Switches (SCCS) – A set
of switches used for cruise control, Power TakeOff
Rated horsepower – Maximum brake horsepower
(PTO), and remote hand throttle system.
output of an engine as certified by the engine
manufacturer. The power of an engine when Steady state condition – An engine operating
configured as a basic engine. (SAE J1995 JUN90) at a constant speed and load and at stabilized
temperatures and pressures. (SAE J215 JAN80)
Rated net horsepower – Engine net horsepower at
rated speed as declared by the manufacturer. (SAE Strategy – A plan or set of operating instructions
J1349 JUN90) that the microprocessor follows for a desired goal.
Strategy is the computer program itself, including
Rated speed – The speed, as determined by the
all equations and decision making logic. Strategy is
manufacturer, at which the engine is rated. (SAE
always stored in ROM and cannot be changed during
J1995 JUN90)
calibration.
Rated torque – Maximum torque produced by an
Stroke – The movement of the piston from Top Dead
engine as certified by the manufacturer.
Center (TDC) to Bottom Dead Center (BDC).
Ratiometric Voltage – In a Micro Strain Gauge (MSG)
Substrate – Material that supports the wash coating or
sensor, pressure to be measured exerts force on
catalytic materials.
a pressure vessel that stretches and compresses

Suspect Parameter Number (SPN) – A 19-bit number Turbocharger – A turbine driven compressor mounted
used to identify the item for which diagnostics on the exhaust manifold. The turbocharger increases
are being reported. The SPN is used for multiple the pressure, temperature and density of intake air to
purposes, some that are specific to diagnostics are charge air.
as follows;
Turbocharger 1 Turbine Outlet Pressure (TC1TOP)
• Identify the least repairable subsystem that has sensor – A variable capacitance sensor that monitors
failed. exhaust back-pressure.
• Identify subsystems or assemblies that may not Turbocharger 2 Compressor Inlet (TC2CIS) sensor –
have hard failures but may be exhibiting abnormal The TC2CIS sensor includes a thermistor sensor that
operating performance. monitors the temperature of charge air entering the
HP turbocharger. This sensor also monitors boost
• Identify a particular event or condition that will be
pressure for the LP turbocharger.
reported.
Turbocharger Wastegate Control (TCWC) solenoid –
• Report a component and non-standard failure
Controls the TCWC actuator by regulating the amount
mode.
of charge air pressure supplied to the TCWC actuator.
System restriction (air) – The static pressure The TCWC solenoid is controlled by signals from the
differential that occurs at a given airflow from air ECM in response to engine speed, required fuel
entrance through air exit in a system. Usually quantity, boost, exhaust back-pressure, and altitude.
measured in inches (millimeters) of water. (SAE
Turbocharger 1 Wastegate Control (TC1WC) solenoid
J1004 SEP81)
– Controls the TC1WC actuator by regulating the
Tachometer output signal – Engine speed signal for amount of charge air pressure supplied to the TC1WC
remote tachometers. actuator. The TC1WC solenoid is controlled by
signals from the ECM in response to engine speed,
Thermistor – A semiconductor device. A sensing
required fuel quantity, boost, exhaust back-pressure,
element that changes resistance as the temperature
and altitude. The TC1WC actuator is part of the
changes.
turbocharger assembly.
Thermistor Sensor – Changes electrical resistance
NOTE: TC1WC does not affect engine performance
with changes in temperature. Resistance in the
and is removed from postproduction engines.
thermistor decreases as temperature increases, and
increases as temperature decreases. Thermistors Turbocharger 2 Wastegate Control (TC2WC) solenoid
work with a resistor that limits current to form a voltage – Controls the TC2WC actuator by regulating
signal matched with a temperature value. the amount of charge air pressure supplied to
the wastegate actuator. The TC2WC solenoid is
Thrust load – A thrust load pushes or reacts through
controlled by signals from the ECM in response to
a bearing in a direction parallel to the shaft.
engine speed, required fuel quantity, boost, exhaust
Top Dead Center (TDC) – The uppermost position of back-pressure, and altitude. The TC2WC actuator is
the piston during the stroke. part of the turbocharger assembly.
Torque – A force having a twisting or turning effect. Variable capacitance sensor – A variable capacitance
For a single force, the cross product of a vector from sensor measures pressure. The pressure forces a
some reference point to the point of application of the ceramic material closer to a thin metal disc in the
force within the force itself. Also known as moment of sensor, changing the capacitance of the sensor.
force or rotation moment. Torque is a measure of the
Vehicle Electronic System Programming System –
ability of an engine to do work.
The computer system used to program electronically
Truck Computer Analysis of Performance and controlled vehicles.
Economy (TCAPE) – A computer program that
Vehicle Retarder Enable/Engage – Output from the
simulates the performance and fuel economy of
ECM to a vehicle retarder.
trucks.

Vehicle Speed Sensor (VSS) – Normally a magnetic Voltage – Electrical potential expressed in volts.
pickup sensor mounted in the tailshaft housing of the
Voltage drop – Reduction in applied voltage from the
transmission, used to indicate ground speed.
current flowing through a circuit or portion of the circuit
Viscosity – The internal resistance to the flow of any current multiplied by resistance.
fluid.
Voltage ignition – Voltage supplied by the ignition
Viscous fan – A fan drive that is activated when a switch when the key is ON.
thermostat, sensing high air temperature, forces fluid
Washcoat – A layer of alumina applied to the substrate
through a special coupling. The fluid activates the fan.
in a monolith-type converter.
Volt (v) – A unit of electromotive force that will move
Water In Fuel (WIF) sensor – A switch sensor that
a current of one ampere through a resistance of one
measures the amount of water in the fuel.
Ohm.

Table of Contents

All Ratings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423

MaxxForce® 15 (15.21L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429

435 hp / Multi-torque @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
450 hp / Multi-torque @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429
450 hp / 1550 ft-lb @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
450 hp / 1750 ft-lb @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .430
500 hp / Multi-torque @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431
500 hp / 1650 ft-lb @ 1700 rpm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .431

All Ratings

Key ON, Engine OFF (KOEO)

Barometric pressure (500 ft. above sea level) 99 kPa (14.36 psi) / 3.91 V

Fuel rail pressure 0 kPa (0 psi) / 0.5 V

Turbocharger 1 turbine outlet pressure 0 kPa (0 psi) / 0.5 V

Fuel delivery pressure 0 kPa (0 psi) / 0.5 V

Intake manifold pressure 0 kPa (0 psi) / 0.72 V

Diesel particulate filter differential pressure 0 kPa (0 psi) / 0.68 V

Engine oil pressure 0 kPa (0 psi) / 0.5 V

Accelerator pedal position sensor (at idle) APP1 – 1.10 V / 0 %, APP2 – 0.54 V / 0 %

APP1 – 4.22 V / 99 %, APP2 – 2.10 V

Accelerator pedal position sensor (depressed to floor)
/ 99 %

Exhaust gas recirculation valve position 4.54 %

Engine throttle valve position 5.6 %

Engine Cranking

Battery voltage (min. based on ECM dropout) 10.5 V

Cranking rpm (min.) 130 rpm

20 seconds maximum crank time per attempt. Wait 2 to 3 minutes before repeating.

Fuel delivery pressure (min.) 207 kPa (30 psi) / 1.15 V

Fuel rail pressure (min. before DTC is set) ± 20 MPa (2900 psi) from set point

Fuel rail pressure (min. to start engine) 26 MPa (3771 psi) / 1 V

Turbocharger 1 turbine outlet pressure < 34 kPa (< 5 psi) / 0.7 V

Diesel particulate filter differential pressure 0 kPa (0 psi) / 0.68 V

Fuel dead head test pressure 896 - 1303 kPa (130 - 189 psi)

High-pressure pump fuel return pressure 90 kPa (13 psi)

Fuel pump inlet restriction (max.) 483 mmHg (19 inHg)

High-pressure pump inlet pressure 207 kPa (30 psi)

Exhaust gas recirculation valve 4.42 %

Low Idle, no load, stabilized engine operating temperature

Fuel delivery pressure (min.) 482 kPa (70 psi) / 1.8 V

Fuel delivery pressure (max.) 896 kPa (130 psi) / 3.2 V

Engine speed 600 - 650 rpm

Intake manifold pressure < 21 kPa (< 3 psi) / 0.7 V

Turbocharger 1 turbine outlet pressure < 34 kPa (< 5 psi) / 0.7 V

Fuel pump inlet restriction (max.) 483 mmHg (19 inHg)

High-pressure pump inlet pressure 482 - 896 kPa (70 - 130 psi)

High-pressure fuel return flow 52 ml

Engine coolant temperature 1 (at thermostat opening) 86°C (186°F) / 0.571 V

Engine coolant temperature 1 (max. before DTC is set) 120°C (248°F) / 0.64 V

Engine coolant temperature 2 (at thermostat opening) 55°C (131°F) / 1.26 V

Engine coolant temperature 2 (max. before DTC is set) 120°C (248°F) / 0.64 V

Engine oil temperature 96°C (205°F) / 0.44 V

Intake air temperature 2 (boost) 59°C (139°F) / 1.06 V

Intake air temperature 2 (boost) (max. before DTC is set) 95°C (203°F) / 1.11 V

Intake manifold air temperature 76°C (168°F) / 0.7 V

Intake manifold air temperature (max. before DTC is set) 135°C (275°F) / 0.47 V

Fuel rail pressure 85495 kPa (12400 psi) / 1.9 V

Engine oil pressure (min. with gauge) 150 kPa (21.765 psi) / 1.5 V

Actuator supply pressure (min.) 620 kPa (90 psi)

Turbocharger wastegate control supply pressure (min.) 358 kPa (52 psi)

High Idle, no load, stabilized engine operating temperature

Air cleaner restriction (max.) 3.7 kPa (15 inH2O)

Fuel delivery pressure (min.) 482 kPa (70 psi) / 1.8 V

Fuel delivery pressure (max.) 896 kPa (130 psi) / 3.2 V

Engine speed 1550 - 2200 rpm

Intake manifold pressure 90 - 110 kPa (13 - 16 psi) / 0.94 V

Turbocharger 1 turbine outlet pressure < 34 kPa (< 5 psi) / 0.7 V

Fuel pump inlet restriction 483 mmHg (19 inHg)

Fuel rail pressure 211 MPa (21465 psi) / 2.94 V

Engine oil pressure (min. with gauge) 630 kPa (91.4 psi) / 4.7 V

Diesel particulate filter differential pressure (max. before

35 kPa (5 psi) / 1.9 V
DTC is set)

Full load, rated speed on dynamometer, stabilized engine operating temperature

Air cleaner restriction (max.) 3.3 kPa (13.4 inH2O)

Fuel rail pressure 220 MPa (31900 psi) / 4.1 V

Fuel delivery pressure (min.) 482 kPa (70 psi) / 1.3 V

Fuel delivery pressure (max.) 896 kPa (130 psi) / 3.2 V

Engine speed 1550 - 2200 rpm

Intake manifold pressure 276 kPa (40 psi)

Turbocharger 1 turbine outlet pressure < 34 kPa (< 5 psi) / 0.7 V

Fuel pump inlet restriction (max. with gauge) 483 mmHg (19 inHg)

Water temperature differential across radiator (top and

9°C (16°F)
bottom)

Engine oil pressure (min. with gauge) 500 kPa (72 psi) / 3.9 V

Engine oil temperature (max.) 98°C (208°F) / 0.41 V

Exhaust back pressure (max) 35 kPa (5 psi)

Diesel particulate filter differential pressure (max. before

35 kPa (5 psi) / 1.9 V
DTC is set)

Component Specifications

Temperature Sensors (Engine Coolant Temperature 1 [ECT1], Engine Coolant Temperature 2 [ECT2],
Engine Oil Temperature [EOT], Intake Manifold Temperature [IMT])

Temperature at -18°C (0°F) 4.2 V / 14030 Ω

Temperature at 0°C (32°F) 3.6 V / 5876 Ω

Temperature at 21°C (70°F) 2.6 V / 2404 Ω

Temperature at 65°C (150°F) 0.94 V / 507 Ω

Temperature at 93°C (200°F) 0.47 V / 224 Ω

Temperature Sensors (Intake Air Temperature [IAT])

Temperature at -18°C (0°F) 4.21 V / 13866 Ω

Temperature at 0°C (32°F) 3.59 V / 5988 Ω

Temperature at 21°C (70°F) 2.67 V / 2561 Ω

Temperature at 65°C (150°F) 1.05 V / 576 Ω

Temperature Sensors (Diesel Oxidation Catalyst Inlet Temperature [DOCIT], Diesel Oxidation Catalyst
Outlet Temperature [DOCOT], Diesel Particulate Filter Outlet Temperature [DPFOT])

Temperature at 21°C (70°F) 4.5 V / 19400 Ω

Temperature at 65°C (150°F) 3.9 V / 7100 Ω

Temperature at 93°C (200°F) 3.4 V / 4300 Ω

Temperature at 204°C (400°F) 1.6 V / 960 Ω

Temperature at 482°C (900°F) 0.34 V / 146 Ω

Other Components - Temperature at 20°C (68°F)

Camshaft Position (CMP) sensor 860 Ω ± 10 %

Crankshaft Position (CKP) sensor 860 Ω ± 10 %

Coolant Mixer Valve (CMV) 5.45 - 6.00 Ω

Coolant Flow Valve (CFV) 5.45 - 6.00 Ω

Cold Start Fuel Solenoid (CSFS) 8Ω±1Ω

Turbocharger Wastegate Control (TC2WC) solenoids 9.5 Ω ± 10 %

NOTE: All actuator tests were done with percentage

set at 45 percent.

Actuator Output State

Exhaust Gas Recirculation (EGR) valve control Before Test – 4.6 %

After Test – 45.7 %

Exhaust Gas Recirculation Position (EGRP) Before Test – 4.6 %

After Test – 45.5 %

Engine Throttle Valve (ETV) control Before Test – 4.6 %

After Test – 44.9 %

Engine Throttle Valve (ETV) position Before Test – 5.6 %

After Test – 45.6 %

Turbocharger 2 Wastegate Control (TC2WC) solenoid Before Test – 100 %

After Test – 4.8 %

Cold Start Assist System

Cold start fuel igniter current draw 20 A

Cold start fuel solenoid fuel supply pressure 69 kPa (10 psi)

Cold start fuel igniter fuel supply pressure 69 kPa (10 psi)

Crankcase Pressure

High idle, no load – crankcase blow by flow 0.12 - 0.15 kPa (0.5 - 0.6 inH2O)

TC2WC Rod Extension

Full travel 13 mm

MaxxForce® 15 (15.21L)

435 hp / Multi-torque @ 1700 rpm

International® MaxxForce® 15 435 hp @ 1700 rpm

50 state 2010 Model Year (MY)

Engine model A435MT

Engine Family Rating Code (EFRC)

Injection timing Nonadjustable

High idle speed – manual transmission 2000 rpm

High idle speed – automatic transmission TBD

Low idle speed 600 - 750 rpm

Full load on chassis dynamometer or highway, stabilized engine operating temperature

Intake manifold pressure (gauge) Peak torque – TBD

Rated speed – TBD

450 hp / Multi-torque @ 1700 rpm

International® MaxxForce® 15 450 hp @ 1700 rpm

50 state 2010 Model Year (MY)

Engine model A450MT

Engine Family Rating Code (EFRC)

Injection timing Nonadjustable

High idle speed – manual transmission 2000 rpm

High idle speed – automatic transmission TBD

Low idle speed 600 - 750 rpm

Full load on chassis dynamometer or highway, stabilized engine operating temperature

Intake manifold pressure (gauge) Peak torque – 213 kPa (31 psi)

Rated speed – 303 kPa (44 psi)

450 hp / 1550 ft-lb @ 1700 rpm

International® MaxxForce® 15 450 hp @ 1700 rpm / 1550 ft-lb @ 1700 rpm

50 state 2010 Model Year (MY)

Engine model A450

Engine Family Rating Code (EFRC)

Injection timing Nonadjustable

High idle speed – manual transmission 2000 rpm and 2200 rpm

High idle speed – automatic transmission 2200 rpm

Low idle speed 600 - 750 rpm

Full load on chassis dynamometer or highway, stabilized engine operating temperature

Intake manifold pressure (gauge) Peak torque – TBD

Rated speed – TBD

450 hp / 1750 ft-lb @ 1700 rpm

International® MaxxForce® 15 450 hp @ 1700 rpm / 1750 ft-lb @ 1700 rpm

50 state 2010 Model Year (MY)

Engine model A450HT

Engine Family Rating Code (EFRC)

Injection timing Nonadjustable

High idle speed – manual transmission TBD

High idle speed – automatic transmission 2200 rpm

Low idle speed 600 - 750 rpm

Full load on chassis dynamometer or highway, stabilized engine operating temperature

Intake manifold pressure (gauge) Peak torque – TBD

Rated speed – TBD

500 hp / Multi-torque @ 1700 rpm

International® MaxxForce® 15 500 hp @ 1700 rpm

50 state 2010 Model Year (MY)

Engine model A500MT

Engine Family Rating Code (EFRC)

Injection timing Nonadjustable

High idle speed – manual transmission 2000 rpm

High idle speed – automatic transmission TBD

Low idle speed 600 - 750 rpm

Full load on chassis dynamometer or highway, stabilized engine operating temperature

Intake manifold pressure (gauge) Peak torque – 228 kPa (33 psi)

Rated speed – 303 kPa (44 psi)

500 hp / 1650 ft-lb @ 1700 rpm

International® MaxxForce® 15 500 hp @ 1700 rpm / 1650 ft-lb @ 1700 rpm

50 state 2010 Model Year (MY)

Engine model A500

Engine Family Rating Code (EFRC)

Injection timing Nonadjustable

High idle speed – manual transmission 2000 and 2200 rpm

High idle speed – automatic transmission 2200 rpm

Low idle speed 600 - 750 rpm

Full load on chassis dynamometer or highway, stabilized engine operating temperature

Intake manifold pressure (gauge) Peak torque – 228 kPa (33 psi)

Rated speed – 303 kPa (44 psi)

Table of Contents

Signal Values. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435

Signal Values

NOTE: Voltage measurements were taken with the ignition Key ON, Engine OFF (KOEO) and the breakout
connected between the Engine Control Module (ECM) and engine harness. See “Appendix A: Performance
Specifications” (page 423) for actuator output voltages, sensor values, and component specifications in a
wide range of conditions.

ECM 58-pin C2 Connector

ECM Pin Abbreviation Circuit Name KOEO
C2-01 B+ Battery Power B+
C2-02 GND Ground 0V
C2-07 AFTFS-H AFT Fuel Shutoff Valve High 1.18 V
C2-08 VREF4 Voltage Reference 4 5.00 V
C2-09 TACH Tachometer 11.35 V
C2-10 XCS Transfercase 0.05 V
C2-13 AES Auxiliary Engine Switch N/A
C2-15 WTSL Wait to Start Lamp 3.60 V
C2-16 EGRP Exhaust Gas Recirculation Position 2.83 V
C2-17 WEL Warn Engine Lamp 3.60 V
C2-20 AFTFS-L AFT Fuel Shutoff Valve Low 1.11 V
C2-22 COO Cruise On/Off Switch 0.10 V
C2-23 RAS Resume Accel Switch 1.10 V
C2-26 TSA Two-Speed Axle Switch N/A
C2-27 ACD_Sw A/C Demand Switch N/A
C2-28 RSL Red Stop Lamp 3.58 V
C2-30 VSS CAL Vehicle Speed Sensor Calibration B+
C2-33 BNO Brake On/Off N/A
C2-34 SIG GND Signal Ground 0V
C2-35 RVAR Remote Variable PTO 0.10 V
C2-36 CP_Sw Clutch Position Switch N/A
C2-37 WIF Water In Fuel Sensor 4.66 V
C2-39 PB_Sw Parking Brake Switch N/A
C2-40 EB_Sw1 Engine Brake Switch 1 N/A
C2-41 SIG GND Signal Ground 0V
C2-42 SIG GND Signal Ground 0V
C2-43 SIG GND Signal Ground 0V
C2-46 RPAS Remote Pedal Activation Switch 0.10 V

ECM 58-pin C2 Connector

ECM Pin Abbreviation Circuit Name KOEO
C2-48 RPRE Remote Preset PTO 0.10 V
C2-49 ECL Engine Coolant Level 0.10 V
C2-50 AFTFP2 AFT Fuel Pressure 2 0.40 V
C2-52 SCS Speed Control Switch 0.10 V
C2-53 EB_Sw2 Engine Brake Switch 2 N/A
C2-54 APP1 Accelerator Pedal Position 1 1.18 V
C2-55 APP2 Accelerator Pedal Position 2 0V

ECM 58-pin C1 Connector

ECM Pin Abbreviation Circuit Name KOEO
C1-01, 03, 05 B+ Battery Power B+
C1-02, 04, 06 GND Ground 0V
C1-10 SIG GND Signal Ground 0V
C1-11 SIG GND Signal Ground 0V
C1-12 DPFDP DPF Differential Pressure 0.74 V
C1-13 RPS Remote Pedal Sensor 0.08 V
C1-16 DOCOT DOC Outlet Temperature 4.47 V
C1-17 SWBAT Switched Battery B+
C1-18 EFC Engine Fan Control 0.07 - 11.79 V
C1-19 TIMER Stand-Alone Real Timer B+
C1-21 MAF GND Mass Air Flow Ground 0.03 V
C1-22 SIG GND Signal Ground 0V
C1-23 SIG GND Signal Ground 0V
C1-24 SIG GND Signal Ground 0V
C1-25 AFTFP1 AFT Fuel Pressure 1 0.76 V
C1-26 AFTFT AFT Fuel Temperature 3.24 V
C1-27 DPFOT DPF Outlet Temperature 4.48 V
C1-28 DOCIT DOC Inlet Temperature 4.55 V
C1-30 ECM PWR OUT 3 ECM Power Output 3 B+
C1-33 ECM PWR OUT 1 ECM Power Output 1 B+
C1-34 J1939-H J1939 Datalink High 2.69
C1-36 VREF1 Voltage Reference 1 5.00 V
C1-37 VREF4 Voltage Reference 4 5.00 V
C1-39 NVOLT Nernst Volt 3.02 V
C1-40 VIRGND Virtual Ground 2.59 V
C1-41 SIG GND Signal Ground 0
C1-42 ECM PWR OUT 2 ECM Power Output 2 B+
C1-44 MAF Mass Air Flow 2.63 V
C1-46 O2SH-L Oxygen Sensor High and Low B+
C1-47 J1939-L J1939 Datalink Low 2.40 V

ECM 58-pin C1 Connector

ECM Pin Abbreviation Circuit Name KOEO
C1-50 VREF5 Voltage Reference 5 5.00 V
C1-52 PUMPCUR Pumping Current 2.90 V
C1-53 TRIMRES Trim Resistor 2.92 V
C1-54 ECM PWR OUT 1 ECM Power Output 1 B+
C1-55 SIG GND Signal Ground 0V
C1-56 ERO Engine Running Output 0.03 V
C1-57 MIL Malfunction Indicator Lamp 0.20 V

ECM 96-pin E1 Connector

ECM Pin Abbreviation Circuit Name KOEO
E1-02 TC2WC Turbocharger 2 Wastegate Control B+
E1-03 CSFS Cold Start Fuel Solenoid B+
E1-05 ECB 2 12V Engine Compression Brake 2 12V B+
E1-10 EOP Engine Oil Pressure 0.59 V
E1-12 TC2CIT Turbocharger 2 Compressor Inlet 2.32 V
Temperature
E1-13 CACOT Charge Air Cooler Outlet Temperature 2.22 V
E1-14 ECT1 Engine Coolant Temperature 1 2.33 V
E1-15 VSS-L Vehicle Speed Sensor Low 2.46 V
E1-16 CKP-L Crankshaft Position Low 2.50 V
E1-17 CMP-H Camshaft Position High 2.64 V
E1-18 IMP Intake Manifold Pressure 0.80 V
E1-19 SIG GND Signal Ground 0V
E1-20 SIG GND Signal Ground 0V
E1-21 SIG GND Signal Ground 0V
E1-22 SIG GND Signal Ground 0V
E1-24 ECM PWR OUT 3 ECM Power Output 3 B+
E1-25 FPCV 12V Fuel Pressure Control Valve 12V B+
E1-26 ECM PWR OUT 3 ECM Power Output 3 B+
E1-27 ECM PWR OUT 3 ECM Power Output 3 B+
E1-28 ECM PWR OUT 2 ECM Power Output 2 B+
E1-29 ECM PWR OUT 2 ECM Power Output 2 B+
E1-34 FRP Fuel Rail Pressure 0.54 V
E1-35 FDP Fuel Delivery Pressure 0.59 V
E1-36 EOT Engine Oil Temperature 2.40 V
E1-37 IMT Intake Manifold Temperature 2.36 V
E1-39 VSS-H Vehicle Speed Sensor High 2.65 V
E1-40 CKP-H Crankshaft Position High 2.61 V
E1-41 CMP-L Camshaft Position Low 2.51 V
E1-42 AAT Ambient Air Temperature 2.67 V

ECM 96-pin E1 Connector

ECM Pin Abbreviation Circuit Name KOEO
E1-43 SIG GND Signal Ground 0V
E1-44 SIG GND Signal Ground 0V
E1-45 SIG GND Signal Ground 0V
E1-46 SIG GND Signal Ground 0V
E1-47 ECB2 Engine Compression Brake 2 TBD
E1-48 CMV Coolant Mixer Valve TBD
E1-49 ECB1 Engine Compression Brake 1 TBD
E1-50 ECM PWR OUT 2 ECM Power Output 2 TBD
E1-52 TC1WC Turbocharger 1 Wastegate Control TBD
E1-53 AFTFD-H AFT Fuel Doser High 1.30 V
E1-55 SIG GND Signal Ground 0V
E1-57 ETP Engine Throttle Position 2.82 V
E1-58 VREF4 Voltage Reference 4 5.00 V
E1-60 ECP Engine Coolant Pressure 0.90 V
E1-61 TC1TOP Turbocharger 1 Turbine Outlet Pressure 0.94 V
E1-63 SIG GND Signal Ground 0V
E1-66 CCPS Crankcase Pressure Sensor 2.55 V
E1-67 CSRD Cold Start Relay Diagnostic 6.05 V
E1-68 SIG GND Signal Ground 0V
E1-70 SHD GND Shield Ground 0V
E1-71 ECT2 Engine Coolant Temperature 2 2.29 V
E1-72 CSRC Cold Start Relay Control 0.59 V
E1-73 FPCV Fuel Pressure Control Valve 8.90 V
E1-74 CFV Coolant Flow Valve B+
E1-75 ETC Engine Throttle Control 7.77 V
E1-76 AFTFD-L AFT Fuel Doser Low 1.32 V
E1-77 EGRC Exhaust Gas Recirculation Control 7.45 V
E1-78 SIG GND Signal Ground 0V
E1-79 TC2CIP Turbocharger 2 Compression Inlet 1.09 V
Pressure
E1-81 VREF5 Voltage Reference 5 5.00 V
E1-82 VREF5 Voltage Reference 5 5.00 V
E1-83 SIG GND Signal Ground 0V
E1-86 VREF2 Voltage Reference 2 5.0 V

ECM 96-pin E1 Connector

ECM Pin Abbreviation Circuit Name KOEO
E1-87 SIG GND Signal Ground 0V
E1-88 VREF6 Voltage Reference 6 5.00 V
E1-89 VREF3 Voltage Reference 3 5.0 V
E1-90 VREF3 Voltage Reference 3 5.0 V
E1-93 VREF5 Voltage Reference 5 5.0 V
E1-94 SIG GND Signal Ground 0V
E1-95 EGRT EGR Temperature 4.66 V
E1-96 CSRE Cold Start Relay Enable 1.17 V - B+

Table of Contents

Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445

Description product enhancements and field service issues. File

TSIs in this section for supplemental reference.
Technical Service Information (TSI) letters are
periodically published to inform service technicians of

EPA10 Maxxforce 11, 13 Diagnostic Manual
90% (10)
EPA10 Maxxforce 11, 13 Diagnostic Manual
985 pages
2010 Model Year MaxxForce DT, 9 and 10 Engine Diagnostic Manual
92% (73)
2010 Model Year MaxxForce DT, 9 and 10 Engine Diagnostic Manual
520 pages
Diagnostic Manual Maxx 11&13
100% (10)
Diagnostic Manual Maxx 11&13
1,861 pages
2010 Maxx Force 7 Service
100% (9)
2010 Maxx Force 7 Service
499 pages
11570-Navistar MaxxForce DT-9 DT-10 2014
86% (7)
11570-Navistar MaxxForce DT-9 DT-10 2014
577 pages
2015 N13 Engine Diagnostic Manual
100% (1)
2015 N13 Engine Diagnostic Manual
2,583 pages
Maxxforce 13 Manual de Servicio PDF
80% (5)
Maxxforce 13 Manual de Servicio PDF
506 pages
Max9 10 Troubleshooting Manual
100% (1)
Max9 10 Troubleshooting Manual
520 pages
Diagnostic Manual N13
100% (3)
Diagnostic Manual N13
2,013 pages
2010 Maxx Force 7 Diagnostic
96% (23)
2010 Maxx Force 7 Diagnostic
831 pages
N13 With SCR Engine Service Manual
80% (5)
N13 With SCR Engine Service Manual
933 pages
N9, N10 Engine Diagnostic Manual PDF
100% (6)
N9, N10 Engine Diagnostic Manual PDF
2,587 pages
EGES510 Maxxforce 15 SVC Man
100% (1)
EGES510 Maxxforce 15 SVC Man
577 pages
EPA10 Maxxforce 11, 13 Engine Service Manual
93% (44)
EPA10 Maxxforce 11, 13 Engine Service Manual
591 pages
MaxxForce 5 Diagnostic Manual (EGES395)
100% (1)
MaxxForce 5 Diagnostic Manual (EGES395)
450 pages
DT 466 / DT 570 Diesel Engine Diagnostic Manual
97% (37)
DT 466 / DT 570 Diesel Engine Diagnostic Manual
665 pages
2007 Maxx Force 7 Service
100% (3)
2007 Maxx Force 7 Service
415 pages
EPA07 Maxxforce 11, 13 Diagnostic Manual-1
100% (2)
EPA07 Maxxforce 11, 13 Diagnostic Manual-1
190 pages
2007 MaxxForce DT-9-10 Diagnostic
100% (26)
2007 MaxxForce DT-9-10 Diagnostic
511 pages
EPA07 Maxxforce 7 Diagnostic Manual-2
100% (8)
EPA07 Maxxforce 7 Diagnostic Manual-2
232 pages
Maxx9 Service Manual PDF
80% (10)
Maxx9 Service Manual PDF
901 pages
EPA10 Maxxforce 11, 13 Diagnostic Manual
100% (1)
EPA10 Maxxforce 11, 13 Diagnostic Manual
985 pages
MaxxForce DT, 9, 10 Diesel Engine Workshop Repair & Service Manual - SAMPLE PDF
38% (34)
MaxxForce DT, 9, 10 Diesel Engine Workshop Repair & Service Manual - SAMPLE PDF
20 pages
MaxxForce DT, 9, 10 Diesel Engine Workshop Repair & Service Manual - SAMPLE PDF
25% (12)
MaxxForce DT, 9, 10 Diesel Engine Workshop Repair & Service Manual - SAMPLE PDF
20 pages
EPA07 Maxxforce 11, 13 Engine Service Manual
79% (29)
EPA07 Maxxforce 11, 13 Engine Service Manual
490 pages
Electrical Circuit Diagram Manual Muchas Marcas
100% (11)
Electrical Circuit Diagram Manual Muchas Marcas
1,037 pages
Maxforce Ingles
78% (9)
Maxforce Ingles
512 pages
2009 Maxxforce 11-13 Advanced Diesel Power
100% (4)
2009 Maxxforce 11-13 Advanced Diesel Power
113 pages
Navistar, Inc.: Diagnostic Manual 2010 Maxxforce DT, 9 and 10 Engine Diagnostic Manual
No ratings yet
Navistar, Inc.: Diagnostic Manual 2010 Maxxforce DT, 9 and 10 Engine Diagnostic Manual
1,869 pages
EGES455
90% (10)
EGES455
520 pages
Maxxforce 7 Manual
100% (1)
Maxxforce 7 Manual
112 pages
EGES270 Diagnostic Trouble Shooting Manual
No ratings yet
EGES270 Diagnostic Trouble Shooting Manual
658 pages
MaxxForce 11 and 13 Operation and Maintenance Manual PDF
100% (1)
MaxxForce 11 and 13 Operation and Maintenance Manual PDF
89 pages
EPA07 Maxxforce 11, 13 Diagnostic Manual-2
No ratings yet
EPA07 Maxxforce 11, 13 Diagnostic Manual-2
248 pages
Query To Get The AP Invoice Details
No ratings yet
Query To Get The AP Invoice Details
2 pages
Maxxforce DT Diag
No ratings yet
Maxxforce DT Diag
197 pages
MANUAL International PDF
88% (58)
MANUAL International PDF
504 pages
International Engine 2008 - MaxxForce 11 and 13 - EGES415
100% (1)
International Engine 2008 - MaxxForce 11 and 13 - EGES415
489 pages
Maxxforce DT, 9 & 10 Series - TSB - Diagnosing No Start, Hard Start, LOW or No ICP
No ratings yet
Maxxforce DT, 9 & 10 Series - TSB - Diagnosing No Start, Hard Start, LOW or No ICP
10 pages
Chassis Electrical Circuit Diagram Manual Electrical System Troubleshooting Guide
100% (5)
Chassis Electrical Circuit Diagram Manual Electrical System Troubleshooting Guide
2 pages
Maxxforce+v 9+10+crank+no+start
75% (4)
Maxxforce+v 9+10+crank+no+start
40 pages
Maxx Force
No ratings yet
Maxx Force
9 pages
EGES370
No ratings yet
EGES370
534 pages
Tabari Volume 08
100% (2)
Tabari Volume 08
239 pages
VT365
100% (2)
VT365
102 pages
International - MaxxForce 10 (2010 & Newer) .2013 & Newer
100% (1)
International - MaxxForce 10 (2010 & Newer) .2013 & Newer
12 pages
2007-Current MaxxForce Engine Breakout Harness Reference (EGES545)
No ratings yet
2007-Current MaxxForce Engine Breakout Harness Reference (EGES545)
14 pages
MaxxForce Diagnostic Manual
100% (2)
MaxxForce Diagnostic Manual
172 pages
Math4 Q4 Mod4
100% (1)
Math4 Q4 Mod4
18 pages
Maxxforce DT, 9, & 10: Engine Operation and Maintenance Manual
100% (1)
Maxxforce DT, 9, & 10: Engine Operation and Maintenance Manual
102 pages
CG - MaxxForce DT Troubleshooting For Misfire
0% (1)
CG - MaxxForce DT Troubleshooting For Misfire
12 pages
2007 Maxxforce 5 Diagnostic Manual-1
No ratings yet
2007 Maxxforce 5 Diagnostic Manual-1
182 pages
EngineTorqueSpecs - International MaxxForce DT 9 10 - 2010
100% (4)
EngineTorqueSpecs - International MaxxForce DT 9 10 - 2010
2 pages
EGES1602
75% (4)
EGES1602
424 pages
MANUAL International PDF
100% (4)
MANUAL International PDF
504 pages
Fault Codes DD 1-50g60gts-02a PDF
0% (1)
Fault Codes DD 1-50g60gts-02a PDF
42 pages
EGES4152a Max 11-13 2007svc Man
No ratings yet
EGES4152a Max 11-13 2007svc Man
106 pages
DGRM - Rede CAN Constellation ISL e D08
No ratings yet
DGRM - Rede CAN Constellation ISL e D08
2,447 pages
Frlo Lightning Series Manual Service
100% (1)
Frlo Lightning Series Manual Service
98 pages
KREBS millMAX Slurry Pump Brochure
No ratings yet
KREBS millMAX Slurry Pump Brochure
12 pages
Diagnosis Dt466 & 530 e
100% (1)
Diagnosis Dt466 & 530 e
3 pages
CH 1 - 9
No ratings yet
CH 1 - 9
79 pages
ED 240 Chapter 4 Prof. Benhope J. Ruelo Ed. D
No ratings yet
ED 240 Chapter 4 Prof. Benhope J. Ruelo Ed. D
20 pages
EGES3502a Max 7 2007 Diagnostic Man.
No ratings yet
EGES3502a Max 7 2007 Diagnostic Man.
154 pages
Project Procurement Management Plan (PPMP) : Crossing Bayabas National High School
No ratings yet
Project Procurement Management Plan (PPMP) : Crossing Bayabas National High School
6 pages
Manua de Sevicio Motormaxforce
100% (2)
Manua de Sevicio Motormaxforce
128 pages
Pragmatism
No ratings yet
Pragmatism
15 pages
Commercial Law
No ratings yet
Commercial Law
126 pages
Review of Related Literature
64% (11)
Review of Related Literature
12 pages
DLL 1 Contemporary
No ratings yet
DLL 1 Contemporary
2 pages
235611507-Coimbatore-DB Qwerpdf PDF To Excel
No ratings yet
235611507-Coimbatore-DB Qwerpdf PDF To Excel
13 pages
Hebrew Bible: Tenak, Tanach), or sometimes the Miqra (א ָרְקִמ), is the
No ratings yet
Hebrew Bible: Tenak, Tanach), or sometimes the Miqra (א ָרְקִמ), is the
10 pages
Dsoc201 Social Structure and Social Change Punjabi
No ratings yet
Dsoc201 Social Structure and Social Change Punjabi
283 pages
Maxxforce DT, & 9 2010 Epa Engine Type
88% (8)
Maxxforce DT, & 9 2010 Epa Engine Type
48 pages
SAT Math Test S
No ratings yet
SAT Math Test S
17 pages
Saurav Updated Resume
No ratings yet
Saurav Updated Resume
1 page
The Experiences of Faculty and Staff at Academic Institutions Preparing Themselves For Academic Continuity After A Disaster: A Phenomenological Study
No ratings yet
The Experiences of Faculty and Staff at Academic Institutions Preparing Themselves For Academic Continuity After A Disaster: A Phenomenological Study
12 pages
Pamphlet Stitch Bookbinding Class Handout
No ratings yet
Pamphlet Stitch Bookbinding Class Handout
6 pages
How To Start A Conversation and Make Friends Revised and Updated Ebook Gabor, Don Amazon - Ca Kindle Store
No ratings yet
How To Start A Conversation and Make Friends Revised and Updated Ebook Gabor, Don Amazon - Ca Kindle Store
1 page
IELTS Speaking Part 3 - Type 2 - Predicting - 2024
No ratings yet
IELTS Speaking Part 3 - Type 2 - Predicting - 2024
11 pages
Tubeo, Lush Ishi E. (BSN-1D) LM-2
No ratings yet
Tubeo, Lush Ishi E. (BSN-1D) LM-2
8 pages
Hager
No ratings yet
Hager
4 pages
The Dragons of Eden
No ratings yet
The Dragons of Eden
2 pages
Paps 1000ph
No ratings yet
Paps 1000ph
15 pages
Silknet Subscriber Agreement ENG
No ratings yet
Silknet Subscriber Agreement ENG
9 pages
Literal and Non-Literal Meanings of Words and Idioms
No ratings yet
Literal and Non-Literal Meanings of Words and Idioms
8 pages
Bouchercon 2016 Panel Schedule
No ratings yet
Bouchercon 2016 Panel Schedule
14 pages
Letter of Application
No ratings yet
Letter of Application
2 pages
Animals You Can See at The Zoo
No ratings yet
Animals You Can See at The Zoo
2 pages
Notes - Union-Find Disjoint Sets (UFDS)
No ratings yet
Notes - Union-Find Disjoint Sets (UFDS)
1 page

Note: This service is not intended for secure transactions such as banking, social media, email, or purchasing. Use at your own risk. We assume no liability whatsoever for broken pages.